Professional Documents
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Man - S40me B9 Tii
Man - S40me B9 Tii
Project Guide
Electronically Controlled
Twostroke Engines
with Camshaft Controlled Exhaust Valves
This Project Guide is intended to provide the information necessary for the layout of a marine
propulsion plant.
The information is to be considered as preliminary. It is intended for the project stage only and
subject to modification in the interest of technical progress. The Project Guide provides the gen-
eral technical data available at the date of issue.
It should be noted that all figures, values, measurements or information about performance
stated in this project guide are for guidance only and should not be used for detailed design
purposes or as a substitute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may
be made available at a later date, however, for a specific project the data can be requested.
Pages and table entries marked ‘Not applicable’ represent an option, function or selection which
is not valid.
The latest, most current version of the individual Project Guide sections are available on the
Internet at: www.mandieselturbo.com under Quicklinks: ‘Marine Engines & Systems’ → ‘Low
Speed’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker,
see Chapter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of
‘Extent of Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on a DVD and can also
be found on the Internet at: www.mandieselturbo.com under Quicklinks: ‘Marine Engines & Sys-
tems’ → ‘Low Speed’, where they can be downloaded.
1st Edition
April 2010
Copyright 2010 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0095-00ppr Apr 2010
MAN Diesel
MAN B&W Contents
Chapter Section
1 Engine Design
The ME-B Tier II Engine 1.01 1987470-4.0
Engine type designation 1.02 1983824-3.6
Power, speed, SFOC 1.03 1987423-8.0
Engine power range and fuel oil consumption 1.04 1984634-3.4
Performance curves 1.05 1985331-6.1
ME-B Mark 9 Engine description 1.06 1985174-6.2
Engine cross section 1.07 1985177-1.0
2 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01 1983833-8.4
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.5
Layout diagram sizes 2.03 1986911-0.0
Engine layout and load diagrams, ME/ME-C/ME-GI/ME-B engines 2.04 1986993-5.1
Diagram for actual project 2.05 1986909-9.1
Specific fuel oil consumption, ME versus MC engines 2.06 1985310-1.0
SFOC for conventional turbochargers 2.07 1987015-3.0
SFOC, reference conditions and guarantee 2.08 1987045-2.1
Examples of graphic calculation of SFOC 2.08 1987019-0.0
SFOC calculations (80%-85%) 2.09 1986898-9.0
SFOC calculations, example 2.10 1986974-4.0
Fuel consumption at an arbitrary load 2.11 1983843-4.4
Emission control 2.12 1987540-0.0
3 Turbocharger Selection& Exhaust Gas By-pass
Turbocharger selection 3.01 1987517-4.0
Exhaust gas by-pass 3.02 1984593-4.5
NOx Reduction by SCR 3.03 1985894-7.1
4 Electricity Production
Electricity production 4.01 1985739-2.1
Designation of PTO 4.01 1985193-7.3
PTO/RCF 4.01 1985195-0.3
Space requirement for side mounted PTO/RCF 4.02 1985198-6.0
Engine preparations for PTO 4.03 1985742-6.1
PTO/BW GCR 4.04 1984316-8.6
Waste Heat Recovery Systems (WHR) 4.05 1986647-4.0
L16/24 GenSet data 4.06 1984205-4.5
L21/31 GenSet data 4.07 1984206-6.5
L23/30H GenSet data 4.08 1984207-8.5
L27/38 GenSet data 4.09 1984209-1.5
L28/32H GenSet data 4.10 1984210-1.5
Chapter Section
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.6
Space requirement 5.02 1987921-1.0
Crane beam for overhaul of turbochargers 5.03 1987478-9.0
Crane beam for turbochargers 5.03 1987636-0.1
Engine room crane 5.04 1985302-9.1
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1985304-2.2
Centre of gravity 5.07 1985336-5.0
Water and oil in engine 5.08 1987792-7.0
Engine pipe connections 5.09 1985306-6.2
Counterflanges 5.10 1985307-8.1
Counterflanges, Connection D 5.10 1986670-0.2
Counterflanges, Connection E 5.10 1987027-3.0
Engine seating and holding down bolts 5.11 1984176-5.7
Epoxy chocks arrangement 5.12 1985325-7.2
Engine seating profile 5.12 1985319-8.2
Engine top bracing 5.13 1984672-5.8
Mechanical top bracing 5.14 1985326-9.1
Hydraulic top bracing arrangement 5.15 1984792-2.0
Components for Engine Control System 5.16 1984697-7.4
Shaftline earthing device 5.17 1984929-2.4
MAN Diesel's Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.5
Hydraulic Power Unit for Alpha CP propeller 5.18 1985320-8.2
Alphatronic 2000 Propulsion Control System 5.18 1985322-1.2
6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1987067-9.1
List of capacities and cooling water systems 6.02 1987463-3.0
List of capacities, S40ME-B9 6.03 1987135-1.0
Auxiliary system capacities for derated engines 6.04 1987147-1.0
Pump capacities, pressures and flow velocities 6.04 1986190-6.2
Example 1, Pumps and Cooler Capacity 6.04 1987344-7.0
Freshwater generator 6.04 1987144-6.0
Example 2, Fresh Water Production 6.04 1987345-9.0
Calculation of exhaust gas amount and temperature 6.04 1984318-1.2
Diagram for change of exhaust gas amount 6.04 1985441-8.2
Exhaust gas correction formula 6.04 1987140-9.0
Example 3, Expected Exhaust Gas 6.04 1987346-0.0
Chapter Section
7 Fuel
Pressurised fuel oil system 7.01 1984228-2.7
Fuel oil system 7.01 1987661-0.0
Fuel oils 7.02 1983880-4.5
Fuel oil pipes and drain pipes 7.03 1985052-4.2
Fuel oil pipe insulation 7.04 1984051-8.3
Components for fuel oil system 7.05 1983951-2.6
Components for fuel oil system, venting box 7.05 1984735-0.2
Water in fuel emulsification 7.06 1983882-8.3
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1985317-4.2
Hydraulic Power Supply unit 8.02 1985318-6.2
Hydraulic pumps for the HPS 8.02 1987922-3.0
Lubricating oil pipes for turbochargers 8.03 1984232-8.3
Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6
Components for lube oil system 8.05 1985910-4.2
Lubricating oil outlet 8.05 1987034-4.0
Lubricating oil tank 8.06 1987723-4.0
Crankcase venting and bedplate drain pipes 8.07 1987838-5.0
Hydraulic oil back-flushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1985315-0.0
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1984822-4.6
MAN B&W Alpha cylinder lubrication system 9.02 1987611-9.0
Cylinder oil pipe heating 9.02 1987612-0.0
10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1983974-0.5
11 Central Cooling Water System
Central cooling water system 11.01-02 1984696-5.3
Components for central cooling water system 11.03 1983987-2.4
12 Seawater Cooling
Seawater systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.5
Seawater cooling pipes 12.03 1983978-8.6
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1983894-8.6
Jacket cooling water pipes 12.06 1986788-7.1
Components for jacket cooling water system 12.07 1984056-7.3
Deaerating tank 12.07 1984065-1.3
Temperature at start of engine 12.08 1983986-0.2
Chapter Section
13 Starting and Control Air
Starting and control air systems 13.01 1985329-4.1
Components for starting air system 13.02 1986059-1.1
Starting and control air pipes 13.03 1985330-4.3
Electric motor for turning gear 13.04 1987752-1.0
14 Scavenge Air
Scavenge air system 14.01 1986148-9.1
Auxiliary blowers 14.02 1986586-2.3
Operation panel for auxiliary blowers 14.02 1986587-4.0
Scavenge air pipes 14.03 1984016-1.3
Electric motor for auxiliary blower 14.04 1985181-7.2
Scavenge air cooler cleaning system 14.05 1987725-8.0
Scavenge air box drain system 14.06 1987692-1.0
Fire extinguishing system for scavenge air space 14.07 1986201-6.1
Fire extinguishing pipes in scavenge air space 14.07 1987681-3.0
15 Exhaust Gas
Exhaust gas system 15.01 1986400-5.3
Exhaust gas pipes 15.02 1984069-9.4
Cleaning systems, water and soft blast 15.02 1987916-4.0
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1986398-1.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1986411-3.1
Diameter of exhaust gas pipe 15.07 1986507-3.0
16 Engine Control System
Engine Control System ME-B 16.01 1985184-2.2
Pneumatic manoeuvring diagrams 16.01 1987619-3.0
17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1986884-5.2
1st order moments on 4-cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1986978-1.1
Power Related Unbalance (PRU) 17.04 1985626-5.1
Guide force moments 17.05 1984223-3.4
Guide force moments, data 17.05 1984517-0.7
Axial vibrations 17.06 1984225-7.6
Critical running 17.06 1984226-9.2
External forces and moments in layout point 17.07 1985239-5.1
Chapter Section
18 Monitoring Systems and Instrumentation
Monitoring systems and instrumentation 18.01 1984580-2.3
PMI system, type PT/S off-line 18.02 1984581-4.4
CoCoS systems 18.03 1984582-6.6
Alarm - slow down and shut down system 18.04 1987040-3.0
Class and MAN Diesel requirements 18.04 1984583-8.5
Local instruments 18.05 1984586-3.5
Other alarm functions 18.06 1984587-5.7
Control devices 18.06 1986728-9.1
Identification of instruments 18.07 1984585-1.5
19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1987620-3.0
Specification for painting of main engine 19.02 1984516-9.3
Dispatch pattern 19.03 1987633-5.0
Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0
Shop test 19.05 1984612-7.5
List of spare parts, unrestricted service 19.06 1985324-5.6
Additional spares 19.07 1985323-3.1
Wearing parts 19.08 1984637-9.3
Large spare parts, dimension and masses 19.09 1985187-8.0
List of standard tools for maintenance 19.10 1985189-1.1
Tool panels 19.11 1985190-1.1
20 Project Support and Documentation
Engine Selection Guide and Project Guide 20.01 1984588-7.4
Computerised Engine Application System (CEAS) 20.02 1984590-9.2
Extent of Delivery 20.03 1984591-0.3
Installation documentation 20.04 1984592-2.3
21 Appendix
Symbols for piping A 1983866-2.3
U
Undercritical running................................................17.06
V
VBS type CP propeller and range..............................5.18
Vectors of thermal expansion, turbocharger
outlet flange.........................................................15.06
Venting box, fuel oil....................................................7.05
Vibration aspects . ...................................................17.01
Vibration limits valid for single order harmonics......17.05
W
Waste Heat Recovery Systems (WHR) . ....................4.05
Water and oil in engine...............................................5.08
Water in fuel emulsification........................................7.06
Water In Oil Monitoring system (WIO)......................18.06
Water mist catcher, drain from.................................14.05
Water washing, turbocharger cleaning.....................15.02
Water, masses of........................................................5.08
Wearing parts...........................................................19.08
Wiring diagram, MAN B&W Alpha Cylinder
Lubrication.............................................................9.02
X
X-type guide force moment......................................17.05
Engine Design
1
MAN Diesel
MAN B&W 1.01
Page 1 of 2
The ever valid requirement of ship operators is In the hydraulic system, the normal lube oil is used
to obtain the lowest total operational costs, and as the medium. It is filtered and pressurised by
especially the lowest possible specific fuel oil an electrically driven Hydraulic Power Supply unit
consumption at any load, and under the prevailing mounted on the engine.
operating conditions.
The starting valves are opened pneumatically by
However, lowspeed twostroke main engines the mechanically activated starting air distributor.
of the MC-C type, with a chain driven camshaft,
have limited flexibility with regard to fuel injection By electronic control of the above valve according
to match the prevailing operating conditions. to the measured instantaneous crankshaft posi-
tion, the Engine Control System fully controls the
A system with electronically controlled hydraulic combustion process.
activation provides the required flexibility, this
system form the core of the ME-B ‘Engine Control System flexibility is obtained by means of different
System’, described later in detail in Chapter 16. ‘Engine running modes’, which are selected either
automatically, depending on the operating condi-
tions, or manually by the operator to meet specific
Concept of the ME-B engine goals. The basic running mode is ‘Fuel economy
mode’ to comply with IMO NOx emission limita-
The ME-B engine concept consists of a hydraulic tion.
mechanical system for activation of the fuel injec-
tion. The actuator is electronically controlled by a The market is always moving, and requirements
number of control units forming the complete En- for more competitive engines, i.e. the lowest pos-
gine Control System. sible propeller speed, lower fuel consumption,
lower lube oil consumption and more flexibility
MAN Diesel has specifically developed both the regarding emission and easy adjustment of the
hardware and the software inhouse, in order to engine parameters, call for a re-evaluation of the
obtain an integrated solution for the Engine Con- design parameters, engine control and layout.
trol System.
The fuel pressure booster consists of a simple Engine design and IMO regulation compli-
plunger powered by a hydraulic piston activated ance
by oil pressure. The oil pressure is controlled by
an electronically controlled proportional valve. For MAN B&W ME-B-TII designated engines, the
design and performance parameters have been
The exhaust valve is activated by a light camshaft upgraded and optimised to comply with the Inter-
(smaller shaft diameter and smaller size exhaust national Maritime Organisation (IMO) Tier II emis-
cam), driven by a chain drive placed in the aft end sion regulations.
of the engine. The size of the chain is reduced
compared to the MC-C type. The potential derating and part load SFOC figures
for the Tier II engines have also been updated.
To have common spare parts, the exhaust valve
used for the ME-B is the same as the one used for For engines built to comply with IMO Tier I emis-
the MC-C. The exhaust valve is of the DuraSpin- sion regulations, please refer to the Marine Engine
dle type with a W-seat bottom piece. IMO Tier I Project Guide.
• Simplicity of mechanical system with well The Engine Control System of the ME-B engine
proven simple fuel injection technology familiar comprises:
to any crew
• Control units
• Control system with more precise timing, giving
better engine balance with equalized thermal • Hydraulic power supply unit
load in and between cylinders
• Hydraulic cylinder units, including electronically
• System comprising performance, adequate controlled fuel injection
monitoring and diagnostics of engine for longer
time between overhauls • Integrated electronic governor functions
• Upgradable to software development over the • Electronic speed setting device on the Engine
lifetime of the engine. Side Console
It is a natural consequence of the above that • MAN B&W PMI system, type PT/S offline, cylin-
many more features and operating modes are fea- der pressure monitoring system
sible with our fully integrated control system and,
as such, will be retrofittable and eventually offered The system can be further extended by optional
to owners of ME-B engines. systems, such as:
Mark version
Engine programme
Diameter of piston in cm
Number of cylinders
Cyl. L1 kW
MEP SFOC
bar g/kWh
Minimum at
MCR
Part Load
5 5,675 kW/cyl.
L1 21.0 175 172
Stroke: 6 6,810 1,135
1,770 mm 7 7,945 L3
965
8 9,080 910 16.8 171 168
L2
The SFOC excludes 1 g/kWh for the
770 L4 consumption of the electric HPS
Engine Power
The following tables contain data regarding the Specific Fuel Oil Consumption (SFOC)
power, speed and specific fuel oil consumption of
the engine. The figures given in this folder represent the val-
ues obtained when the engine and turbocharger
Engine power is specified in kW for each cylinder are matched with a view to obtaining the lowest
number and layout points L1, L2, L3 and L4: possible SFOC values while also fulfilling the IMO
NOX Tier II emission limitations.
Discrepancies between kW and metric horsepow-
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse- Stricter emission limits can be met on request, us-
quence of the rounding off of the BHP values. ing proven technologies.
L1 designates nominal maximum continuous rating The SFOC figures are given in g/kWh with a toler-
(nominal MCR), at 100% engine power and 100% ance of 5% and are based on the use of fuel with
engine speed. a lower calorific value of 42,700 kJ/kg (~10,200
kcal/kg) at ISO conditions:
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy Ambient air pressure..............................1,000 mbar
reference. Ambient air temperature................................. 25 °C
Cooling water temperature............................. 25 °C
Power L1
Although the engine will develop the power speci-
L3 fied up to tropical ambient conditions, specific
fuel oil consumption varies with ambient condi-
L2 tions and fuel oil lower calorific value. For calcula-
tion of these changes, see Chapter 2.
L4
Speed Lubricating oil data
178 51 489.0
Overload corresponds to 110% of the power at During runningin periods and under special con-
MCR, and may be permitted for a limited period of ditions, feed rates of up to 1.5 times the stated
one hour every 12 hours. values should be used.
Performance Curves
The bedplate is made without taper for engines The cylinder frame is fitted with pipes for the pis-
mounted on epoxy chocks. ton cooling oil inlet. The scavenge air receiver, tur-
bocharger, air cooler box and gallery brackets are
The oil pan, which is made of steel plate and is located on the cylinder frame. At the bottom of the
welded to the bedplate, collects the return oil from cylinder frame there is a piston rod stuffing box,
the forced lubricating and cooling oil system. The provided with sealing rings for scavenge air, and
oil outlets from the oil pan are normally vertical with oil scraper rings which prevent crankcase oil
and are provided with gratings. from coming up into the scavenge air space.
Horizontal outlets at both ends can be arranged Drains from the scavenge air space and the piston
for some cylinder numbers, however this must be rod stuffing box are located at the bottom of the
confirmed by the engine builder. cylinder frame.
The cylinder liner is made of alloyed cast iron The propeller thrust is transferred through the
and is suspended in the cylinder frame with a thrust collar, the segments, and the bedplate, to
lowsituated flange. The top of the cylinder liner the end chocks and engine seating, and thus to
is fitted with a cooling jacket. The cylinder liner the ship’s hull.
has scavenge ports and drilled holes for cylinder
lubrication. The thrust bearing is located in the aft end of the
engine. The thrust bearing is of the B&WMichell
The Piston Cleaning ring (PC-ring) is installed be- type, and consists primarily of a thrust collar on
tween the liner and the cylinder cover, scraping the crankshaft, a bearing support, and segments
off excessive ash and carbon formations from the of steel lined with white metal. The thrust shaft is
piston topland. an integrated part of the crankshaft and it is lubri-
cated by the engine’s lubricating oil system.
The cylinder cover is attached to the cylinder The turning wheel is fitted to the thrust shaft, and
frame with studs and nuts tightened with hydraulic it is driven by a pinion on the terminal shaft of the
jacks. turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor.
A tuning wheel or torsional vibration damper may The piston rod is of forged steel and is surface
have to be ordered separately, depending on the hardened on the running surface for the stuffing
final torsional vibration calculations. box. The piston rod is connected to the crosshead
with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
Connecting Rod the inlet and outlet for cooling oil.
The engine is provided with electricallydriven Three turbocharger makes are available for the
scavenge air blowers. The suction side of the ME-B engines, i.e. MAN, ABB and MHI. As an op-
blowers is connected to the scavenge air space tion, MAN TCA and ABB A100-L turbochargers
after the air cooler. can be delivered with variable nozzle area tech-
nology that reduce the fuel consumption at part
Between the air cooler and the scavenge air re- load by controlling the scavenge air pressure.
ceiver, nonreturn valves are fitted which auto-
matically close when the auxiliary blowers supply The turbocharger selection is described in Chap-
the air. ter 3, and the exhaust gas system in Chapter 15.
Exhaust Gas System The camshaft bearings consist of one lower half-
shell fitted in a bearing support. The camshaft is
From the exhaust valves, exhaust gas is led to the lubricated by the main lubricating oil system.
exhaust gas receiver where the fluctuating pres-
sure from the individual cylinders is equalised,
and the total volume of gas is led further on to the Chain Drive
turbocharger(s). After the turbocharger(s), the gas
is led to the external exhaust pipe system. The camshaft is driven from the crankshaft by a
chain drive, which is kept running tight by a manu-
Compensators are fitted between the exhaust ally adjusted chain tightener. The long free lengths
valves and the receiver, and between the receiver of chain are supported by rubber-clad guidebars
and the turbocharger(s). and the chain is lubricated through oil spray pipes
fitted at the chain wheels and guidebars.
The exhaust gas receiver and exhaust pipes are
provided with insulation, covered by galvanised
steel plating. 2nd Order Moment Compensators
A protective grating is installed between the ex- The 2nd order moment compensators are rel-
haust gas receiver and the turbocharger. evant only for 5 or 6-cylinder engines, and can be
mounted either on the aft end or on both fore and
aft end. The aft-end compensator consists of bal-
ance weights built into the camshaft chain drive.
The hydraulic cylinder unit (HCU) consists of a Each cylinder cover is equipped with two fuel
base plate on which a distributor block is mount- valves, starting valve, and indicator cock.
ed. The distributor block is fitted with one accu-
mulator to ensure that the necessary hydraulic oil The opening of the fuel valves is controlled by
peak flow is available for the Electronic Fuel Injec- the high pressure fuel oil created by the fuel oil
tion. pressure booster, and the valves are closed by a
spring.
The distributor block serves as a mechanical sup-
port for the hydraulically activated fuel pressure An automatic vent slide allows circulation of fuel
booster. oil through the valve and high pressure pipes
when the engine is stopped. The vent slide also
There is one Hydraulic Cylinder Unit per two cyl- prevents the compression chamber from being
inders. The HCU is equipped with two pressure filled up with fuel oil in the event that the valve
boosters, two ELFI valves and two Alpha Lubrica- spindle sticks. Oil from the vent slide and other
tors. Thereby, one HCU is operating two cylinders. drains is led away in a closed system.
The Hydraulic Power Supply (HPS) is installed in The starting air system is described in detail in
the front end of the engine. The HPS is electrically Section 13.01.
driven and consists of two electric motors each
driving a hydraulic pump.
Engine Control System
The pressure for the hydraulic oil is 300 bar. Each
of the pumps has a capacity corresponding to The ME-B Engine Control System (ECS) controls
min. 55% of the engine power. In case of malfunc- the hydraulic fuel booster system, the fuel injec-
tion of one of the pumps, it is still possible to op- tion, governor function and cylinder lubrication.
erate the engine with 55% engine power, enabling
around 80% ship speed. The ECS consists of a number of computer-based
control units, operating panels and auxiliary
equipment located in the engine room and the en-
Fuel Oil Pressure Booster and gine control room.
Fuel Oil High Pressure Pipes
The ME-B Engine Control System is described in
The engine is provided with one hydraulically acti- Chapter 16.
vated fuel oil pressure booster for each cylinder.
The exhaust valve consists of the valve housing The engine is fitted with an indicator cock to
and the valve spindle. The valve housing is made which the PMI pressure transducer can be con-
of cast iron and is arranged for water cooling. The nected. The PMI system, a pressure analyser sys-
housing is provided with a water cooled bottom tem, is described in Section 18.02.
piece of steel with a flame hardened seat of the
W-seat design.
MAN B&W Alpha Cylinder Lubrication
The exhaust valve spindle is a DuraSpindle, a
spindle made of Nimonic is available as an option. The electronically controlled MAN B&W Alpha
The housing is provided with a spindle guide in cylinder lubrication system is applied to the ME-B
any case. engines.
The exhaust valve is tightened to the cylinder cov- The main advantages of the MAN B&W Alpha cyl-
er with studs and nuts. It is opened hydraulically inder lubrication system, compared with the con-
and closed by means of air pressure. The hydrau- ventional mechanical lubricator, are:
lic system consists of a piston actuator placed
on the roller guide housing, a highpressure pipe, • Improved injection timing
and a working cylinder on the exhaust valve. The • Increased dosage flexibility
piston actuator is activated by a cam on the cam- • Constant injection pressure
shaft. • Improved oil distribution in the cylinder liner
• Possibility for prelubrication before starting.
In operation, the valve spindle slowly rotates, driv-
en by the exhaust gas acting on small vanes fixed More details about the cylinder lubrication system
to the spindle. can be found in Chapter 9.
Gallery Arrangement
Piping Arrangements
• Fuel oil
• Heating of fuel oil pipes
• Lubricating oil, piston cooling oil and
hydraulic oil pipes
• Cylinder lubricating oil
• Cooling water to scavenge air cooler
• Jacket and turbocharger cooling water
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
• Starting air
• Control air
• Oil mist detector
• Various drain pipes.
178 54 62-7.0
Fig.: 1.07.01
2
MAN Diesel
MAN B&W 2.01
Page 1 of 2
P = c x pe x n
i=2
so, for constant mep, the power is proportional to
the speed:
Fig. 2.01.01 shows the relationship for the linear Propulsion and Engine Running Points
functions, y = ax + b, using linear scales.
Propeller curve
The power functions P = c x ni will be linear func-
tions when using logarithmic scales: The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
log (P) = i x log (n) + log (c) described by means of the propeller law, i.e. the
y third power curve:
P = c x n3, in which:
a
Propeller design point
1
placed on the light running propeller curve 6. See the socalled sea margin, which is traditionally
below figure. On the other hand, some shipyards, about 15% of the propeller design (PD) power.
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or Engine layout (heavy propeller)
part of the socalled sea margin described below.
When determining the necessary engine layout
Power, % af L1 speed that considers the influence of a heavy run-
100%
= 0,20
= 0,15 L1 ning propeller for operating at high extra ship resis-
= 0,25 = 0,30
tance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
L3 MP
curve for clean hull and calm weather line 6 may
Engine margin
(SP=90% of MP)
SP
PD
then be said to represent a ‘light running’ (LR)
Sea margin
L2 (15% of PD) propeller.
PD
In general, the larger the propeller diameter D, Once an optimum propeller diameter of maximum
the lower is the optimum propeller speed and the 7.2 m has been chosen, the corresponding op-
kW required for a certain design draught and ship timum pitch in this point is given for the design
speed, see curve D in the figure below. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the figure is an 80,000 dwt diameter:
crude oil tanker with a design draught of 12.2 m
and a design speed of 14.5 knots. • going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW i.e. an extra power demand of 80 kW.
When the optimum propeller diameter D is in-
creased from 6.6 m to 7.2. m, the power demand • going from 100 to 91 r/min (P/D = 0.81) requires
is reduced from about 9,290 kW to 8,820 kW, and 8,900 kW i.e. an extra power demand of 80 kW.
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant In both cases the extra power demand is only
ship speed coefficient ∝ = 0.28 (see definition of of 0.9%, and the corresponding ‘equal speed
∝ in Section 2.02, page 2). curves’ are ∝ =+0.1 and ∝ =0.1, respectively, so
there is a certain interval of propeller speeds in
which the ‘power penalty’ is very limited.
Shaft power
kW
9.500
D = Optimum propeller diameters
9.400 P/D = Pitch/diameter ratio
D P/D
0.50
9.300 6.6m
P/D
1.00
9.200
6.8m
0.95
9.100
0.55
0.90
9.000
7.0m
0.85
8.900 0.60
0.80 7.2m
0.75 0.65
8.800 0.70
8.700 7.4m
8.600 D
Propeller
8.500
speed
70 80 90 100 110 120 130 r/min
178 47 032.0
Constant ship speed lines area and parallel to one of the ∝lines, another
specified propulsion MCR point ‘MP2’ upon this
The constant ship speed lines ∝, are shown at line can be chosen to give the ship the same
the very top of Fig. 2.02.02. These lines indicate speed for the new combination of engine power
the power required at various propeller speeds to and speed.
keep the same ship speed provided that the op-
timum propeller diameter with an optimum pitch Fig. 2.02.02 shows an example of the required
diameter ratio is used at any given speed, taking power speed point MP1, through which a constant
into consideration the total propulsion efficiency. ship speed curve ∝= 0.25 is drawn, obtaining
point MP2 with a lower engine power and a lower
Normally, the following relation between neces- engine speed but achieving the same ship speed.
sary power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 x (n2 /n1)∝ for a given propeller diameter the following data
applies when changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and ∝= 0.25 0.30
∝= the constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each ∝= 0.15 0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch diameter ratio, the ∝ constant will be dif-
When such a constant ship speed line is drawn ferent, see above.
into the layout diagram through a specified pro-
pulsion MCR point ‘MP1’, selected in the layout
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
me p
% 70%
100
95%
90%
2
85% 60%
80%
75%
70% 50%
40%
178 05 667.0
Power Power 100 80% power Powerand Power 100 80% power and
L1 100 75% speed L 1 range L1 L1 100 85% speed range
valid for the types: valid for the types:
S80MC-C/ME-C7, L3 L3 K90MC-C/6
L2 S80MC6, L2 L2 L2 K80MC-C/ME-C6,
L3 L3
S70MC-C/ME-C7, L4 L4
L60MC-C/ME-C7/8,
S70MC6, S46MC-C8, S46ME-B8,
L4 L4 S60MC-C/ME-C7, S42MC7, S40ME-B9,
S60MC6, S35MC7, S35ME-B9,
S50MC-C/ME-C7, L35MC6, S26MC6,
Speed S50MC6 Speed Speed Speed S90MC-C/ME-C8,
S80MC-C8, S80ME-C8/9,
S70MC-C/ME-C/ME-GI8,
S65ME-C/ME-GI8,
S60MC-C/ME-C/ME-GI8,
S60ME-B8,
S50MC-C/ME-C8,
S50ME-B8/9
Power Power 100 80% power Powerand Power 100 80% power and
L1 100 80% speed L 1 range L1 L1 100 90% speed range
valid for the types: L3 L3
valid for the types:
S90MC-C/ME-C7 K98MC/MC-C6,
L3 LL3 L2 L2 L2
2 K98ME/ME-C6,
L4 L4 K90ME/ME-C9,
L4 L4 K80ME-C9
Power Power 100 80% power Powerand Power 100 80% power and
L1
100 84% speed L1
range L1 L1 100 93% speed range
valid for the types: L3 L3 valid for the types:
L3 LL70MC-C/ME-C7/8,
3 K98MC/MC-C7,
L2 L2 L2 L2 K98ME/ME-C7
S46MC-C7
L4 L4
L4 L4
178 60 45-2.0
An engine’s layout diagram is limited by two con- For practical reasons we have chosen to use the
stant mean effective pressure (mep) lines L1– L3 designation ‘O’ for the matching point.
and L2– L4, and by two constant engine speed
lines L1– L2 and L3 – L4. The L1 point refers to the The matching point O is placed on line 1 of the
engine’s nominal maximum continuous rating, see load diagram, see Fig. 2.04.01, and for technical
Fig. 2.04.01. reasons the power of O always has to be equal to
the power of M. Point O normally coincides with
Within the layout area there is full freedom to se- point M.
lect the engine’s specified SMCR point M which
suits the demand for propeller power and speed For ME, ME-C and ME-GI engines, the timing of
for the ship. the fuel injection and the exhaust valve activation
are electronically optimised over a wide operat-
On the horizontal axis the engine speed and on ing range of the engine. Therefore the selection of
the vertical axis the engine power are shown on matching point only has a meaning in connection
percentage scales. The scales are logarithmic with the turbocharger matching and the compres-
which means that, in this diagram, power function sion ratio.
curves like propeller curves (3rd power), constant
mean effective pressure curves (1st power) and For ME-B engines, only the fuel injection (and not
constant ship speed curves (0.15 to 0.30 power) the exhaust valve activation) is electronically con-
are straight lines. trolled over a wide operating range of the engine,
and the compression ratio is nearly constant as
for an MC engine.
Specified maximum continuous rating (M)
The lowest specific fuel oil consumption for the
Based on the propulsion and engine running ME, ME-C and ME-GI engines is optained at 70%
points, as previously found, the layout diagram and for ME-B engines at 80% of the matching
of a relevant main engine may be drawnin. The point (O).
SMCR point (M) must be inside the limitation lines
of the layout diagram; if it is not, the propeller
speed will have to be changed or another main
Power
engine type must be chosen. L1
O=M
Continuous service rating (S) L3
S
110
The engine’s load diagram, see Fig. 2.04.02, de- 105 7
O=A=M
100 7
fines the power and speed limits for continuous as 95 5 5
Propeller curve, fouled hull and heavy weather Fig. 2.04.02: Standard engine load diagram
– heavy running.
The above limits may in general be extended to Running at low load above 100% of the nominal L1
105% and during trial conditions to 107% of the speed of the engine is, however, to be avoided for
nominal L1 speed of the engine, provided the tor- extended periods. Only plants with controllable
sional vibration conditions permit. pitch propellers can reach this light running area.
Line 4: Recommendation
Represents the limit at which an ample air supply
is available for combustion and imposes a limita- Continuous operation without limitations is al-
tion on the maximum combination of torque and lowed only within the area limited by lines 4, 5,
speed. 7 and 3 of the load diagram, except on low load
operation for CP propeller plants mentioned in the
Line 5: previous section.
Represents the maximum mean effective pres-
sure level (mep), which can be accepted for con- The area between lines 4 and 1 is available for
tinuous operation. operation in shallow waters, heavy weather and
during acceleration, i.e. for nonsteady operation
Line 6: without any strict time limitation.
Propeller curve, clean hull and calm weather – light
running, used for propeller layout/design. After some time in operation, the ship’s hull and
propeller will be fouled, resulting in heavier run-
Line 7: ning of the propeller, i.e. the propeller curve will
Represents the maximum power for continuous move to the left from line 6 towards line 2, and
operation. extra power is required for propulsion in order to
keep the ship’s speed.
Limits for overload operation In calm weather conditions, the extent of heavy
running of the propeller will indicate the need for
The overload service range is limited as follows: cleaning the hull and possibly polishing the pro-
peller.
Line 8:
Represents the overload operation limitations. Once the specified MCR (and the matching point)
have been chosen, the capacities of the auxiliary
The area between lines 4, 5, 7 and the heavy equipment will be adapted to the specified MCR,
dashed line 8 is available for overload running for and the turbocharger specification and the com-
limited periods only (1 hour per 12 hours). pression ratio will be selected.
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with fixed pitch propeller is operat- Extended load diagram for speed derated en-
ing in normal sea service, it will in general be gines with increased light running
operating in the hatched area around the design
propeller curve 6, as shown on the standard load The maximum speed limit (line 3) of the engines is
diagram in Fig. 2.04.02. 105% of the SMCR (Specified Maximum Continu-
ous Rating) speed, as shown in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more However, for speed and, thereby, power derated
heavy running, i.e. for equal power absorption of engines it is possible to extend the maximum
the propeller, the propeller speed will be lower speed limit to 105% of the engine’s nominal MCR
and the propeller curve will move to the left. speed, line 3’, but only provided that the torsional
vibration conditions permit this. Thus, the shaft-
As the low speed main engines are directly cou- ing, with regard to torsional vibrations, has to be
pled to the propeller, the engine has to follow the approved by the classification society in question,
propeller performance, i.e. also in heavy running based on the extended maximum speed limit.
propeller situations. For this type of operation,
there is normally enough margin in the load area When choosing an increased light running to be
between line 6 and the normal torque/speed limi- used for the design of the propeller, the load dia-
tation line 4, see Fig. 2.04.02. To the left of line 4 gram area may be extended from line 3 to line 3’,
in torquerich operation, the engine will lack air as shown in Fig. 2.04.03, and the propeller/main
from the turbocharger to the combustion process, engine operating curve 6 may have a correspond-
i.e. the heat load limits may be exceeded and ingly increased heavy running margin before ex-
bearing loads might also become too high. ceeding the torque/speed limit, line 4.
For some special ships and operating conditions, A corresponding slight reduction of the propel-
it would be an advantage when occasionally ler efficiency may be the result, due to the higher
needed to be able to operate the propeller/main propeller design speed used.
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Line 1: Propeller curve through matching point (O) • Example 3 shows the same layout for an engine
layout curve for engine with fixed pitch propeller (example 1), but with a
Line 2: Heavy propeller curve
fouled hull and heavy seas shaft generator.
Line 3: Speed limit
Line 3’: Extended speed limit, provided torsional vibration
conditions permit
• Example 4 is a special case of example 3, where
Line 4: Torque/speed limit the specified MCR is placed near the top of the
Line 5: Mean effective pressure limit layout diagram.
Line 6: Increased light running propeller curve
clean hull and calm weather
In this case the shaft generator is cut off,
layout curve for propeller and the GenSets used when the engine runs
Line 7: Power limit for continuous running at specified MCR. This makes it possible to
178 60 79-9.0 choose a smaller engine with a lower power out-
put.
Fig. 2.04.03: Extended load diagram for speed derated
engine with increased light running • Example 5 shows diagrams for an engine
coupled to a controllable pitch propeller, with
or without a shaft generator, constant speed or
combinator curve operation.
L3 A=O=M=MP
7 L3 A=O=M
5
7
S=SP 5%L1
S
1 6 L2 4 1 6 L2
2 2
3 3
The specified MCR (M) and the matching point O and its pro- Once point A has been found in the layout diagram, the load
peller curve 1 will normally be selected on the engine service diagram can be drawn, as shown in the figure, and hence the
curve 2. actual load limitation lines of the diesel engine may be found
by using the inclinations from the construction lines and the
Point A is then found at the intersection between propeller %figures stated.
curve 1 (2) and the constant power curve through M, line 7. In
this case point A is equal to point M and point O. 178 05 440.8
Fig. 2.04.04: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
1 2 6
L3 A=O
7
L3 A=O
7
M=MP 5 M
5%L1
S=SP S
1 2 6
L2 4 1 2 6
L2
3 3
178 05 464.8
Fig. 2.04.05: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
3.3%A 5%A
Power, % of L 1 Power, % of L 1
100% 7
L1
100%
L1
5 Engine service curve for
fouled hull and heavy
4 A=O=M A=O=M
7 weather incl. shaft 7
generator 5
1 2 6
S SG 5%L 1
L3 L3 S
SG MP MP
Engine
service 4
curve SP SP
1 2 6
L2 1 2 6
L2
3 3
L4 L4
Propulsion curve for fouled Propulsion curve for fouled
hull and heavy weather hull and heavy weather
In example 3 a shaft generator (SG) is installed, and therefore The matching point O = A = M will be chosen on this curve, as
the service power of the engine also has to incorporate the shown.
extra shaft power required for the shaft generator’s electrical
power production. Point A is then found in the same way as in example 1 and the
load diagram can be drawn as shown in the figure.
In the figure, the engine service curve shown for heavy run-
ning incorporates this extra power.
178 05 488.8
Fig. 2.04.06: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator
Power, % of L 1 L1 Power, % of L 1 L1
M M
100% 7 100%
A=O Engine service curve for fouled A=O
5 7 7
M hull and heavy weather M
S S
4 incl. shaft generator
MP MP
SG SG
1 2 6
5%L 1
L3 SP
L3 4
SP
1 2 6 1 2 6 L2
L2
3 3
L4 Propulsion curve
L4 Propulsion curve
for fouled hull for fouled hull
and heavy weather and heavy weather
M Specified MCR of engine Point A and M of the load diagram are found:
S Continuous service rating of engine Line 1 Propeller curve through point S
O Matching point of engine Point A Intersection between line 1 and line L1 – L3
A Reference point of load diagram Point M Located on constant power line 7
MP Specified MCR for propulsion through point A and with MP’s speed
SP Continuous service rating of propulsion Point O Equal to point A
SG Shaft generator
Also for this special case in example 4, a shaft generator is In choosing the latter solution, the required specified MCR
installed but, compared to example 3, this case has a speci- power can be reduced from point M’ to point M as shown.
fied MCR for propulsion, MP, placed at the top of the layout Therefore, when running in the upper propulsion power range,
diagram. a diesel generator has to take over all or part of the electrical
power production.
This involves that the intended specified MCR of the engine
M’ will be placed outside the top of the layout diagram. However, such a situation will seldom occur, as ships are
rather infrequently running in the upper propulsion power
One solution could be to choose a larger diesel engine with range.
an extra cylinder, but another and cheaper solution is to re-
duce the electrical power production of the shaft generator Point A, having the highest possible power, is then found at
when running in the upper propulsion power range. the intersection of line L1– L3 with line 1 and the correspond-
ing load diagram is drawn. Point M is found on line 7 at MP’s
speed, and point O=A.
178 06 351.8
Fig. 2.04.07: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator
Example 5: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Power
7
Layout diagram with shaft generator
5
3.3%A 5%A The hatched area shows the recommended speed
4 L1 range between 100% and 96.7% of the specified
1 2 6 MCR speed for an engine with shaft generator
running at constant speed.
L3 A=O=M
5
7 The service point S can be located at any point
5%L1 within the hatched area.
S
4 1
L2 The procedure shown in examples 3 and 4 for
engines with FPP can also be applied here for en-
3
gines with CPP running with a combinator curve.
3.3%A 5%A
A
7
7 5
5
4
4
1 2 6
Power, % of L 1
110%
100%
L1
90%
L3 5%L1
80% L2
70%
L4
60%
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine s peed, % of L 1
178 06 37-5.3
All engine types 46 and smaller are as standard At part load running the lowest SFOC may be
fitted with conventional turbochargers, option: obtained at 80% of the matched power = 80%
4 59 107. of the specified MCR.
SFOC
g/kWh
+2
Conventional turbocharger
0
2
4
50% 60% 70% 80% 90% 100%
178 60 97-8.0
Fig. 2.07.01: Example of part load SFOC curves for conventional turbochargers
The SFOC is given in g/kWh based on The SFOC guarantee refers to the above ISO ref-
the reference ambient conditions stated in erence conditions and lower calorific value and is
ISO 3046-1:2002(E) and ISO 15550:2002(E): valid for one running point only. The guaranteed
running point is equal to the powerspeed com-
1,000 mbar ambient air pressure bination in the matching point (O) = 100% SMCR
25 °C ambient air temperature but, if requested, a running point between 85%
25 °C scavenge air coolant temperature and 100% SMCR can be selected.
and is related to a fuel oil with a lower calorific The SFOC guarantee is given with a tolerance
value of 42,700 kJ/kg (~10,200 kcal/kg). of 5%.
.OMINALæ3&/#
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
æOFæMATCHINGæPOINT
178 55 12-0.1
Fig. 2.09.01
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS
Diagram b
¬IN¬ ,
INA L
¬NOM OINT MEP
¬TO ¬THE A TC H
INGæP
ææ
T I VE
æM
ææææç
7H ¬RELA æææææç
æææææç
¬G K OINT ææ æç
æææææ
&/ #¬IN A TC H
INGæP
æææ
¬OF¬3
æM æææææç
ææç
U C TION INT ææææ
æç ææ
2E D TC HING
æPO
æææææçææ
æææç
æMA
æææç
æææç
æææç
æææç
.OMINALæPROPELLERæCURVE
3PEEDææOFæ,
178 60 29-7.0
Fig. 2.09.02
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS
Diagram c
¬IN ¬,
INA L
¬NOM OINT MEP
¬TO ¬THE A TC H
INGæP
ææ
T I VE
æM
ææææç
¬RELA æææç
æææææç
K7H OINT ææ æçææ
IN¬G æææ ææ
INGæP
¬3& /#¬ æM A TC H
æææç
æææ
N¬OF ææç ææ
U C TIO INT ææææ
æç ææ
2E D TC HING
æPO
ææææ æçææ
æææç
æMA
æææç
æææç
æ æææç
ææ
.OMINALæPROPELLERæCURVE
3PEEDææOFæ,
178 60 30-7.0
Fig. 2.09.03
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS
Diagram b
¬IN¬,
INA L
NOM OINT
THE¬ INGæP MEP
¬TO ¬ A TC H ææ
T I VE
æM
ææææç
7H ¬RELA æææææç
æææææç
¬G K OINT ææ æç
æææææ
&/ #¬IN A TC H
INGæP
æææ
¬OF¬3
æM æææææç
ææç
U C TION INT ææææ
æç ææ
2E D TC HING
æPO
æææææçææ
æææç
æMA æææç
æææç
æææç
æææç
.OMINALæPROPELLERæCURVE
3PEEDææOFæ,
178 60 58-4.0
SFOC SFOC
Power in Part load points g/kWh g/kWh
100% O 1 100% M -1.1 173.9
80% O 2 80% M -4.1 170.9
50% O 3 50% M -1.1 173.9
.OMINALæ3&/#
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
æOFæSPECIFIEDæ-#2
178 60 88-3.0
Fig. 2.10.01: Example of SFOC for derated S40ME-B9 with fixed pitch propeller and conventional turbocharger
Once the matching point (O) of the engine has The SFOC curve through points S2, on the left
been chosen, the specific fuel oil consumption at of point 1, is symmetrical about point 1, i.e. at
an arbitrary point S1, S2 or S3 can be estimated speeds lower than that of point 1, the SFOC will
based on the SFOC at point ‘1’ and ‘2’. also increase.
These SFOC values can be calculated by using The abovementioned method provides only an
the graphs for the relevant engine type for the approximate value. A more precise indication of
propeller curve I and for the constant speed curve the expected SFOC at any load can be calculated
II, giving the SFOC at points 1 and 2, respectively. by using our computer program. This is a service
which is available to our customers on request.
Next the SFOC for point S1 can be calculated as
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
Power, % of A (M)
110%
A=M
7 100%
5
1 2
90%
S2 S1 S3
4 3
80%
I II
70%
198 95 962.2
Emission Control
All ME, ME-B, ME-C and ME-GI engines are, as Water emulsification of the heavy fuel oil is a well
standard, delivered in compliance with the IMO proven primary method. The type of homogeni-
speed dependent NOx limit, measured accord- zer is either ultrasonic or mechanical, using water
ing to ISO 8178 Test Cycles E2/E3 for Heavy Duty from the freshwater generator and the water mist
Diesel Engines. These are referred to in the Extent catcher.
of Delivery as EoD: 4 06 060 Economy mode with
the options: 4 06 060a Engine test cycle E3 or 4 The pressure of the homogenised fuel has to be
06 060b Engine test cycle E2. increased to prevent the formation of steam and
cavitation. It may be necessary to modify some of
the engine components such as the fuel oil pres-
NOx reduction methods sure booster, fuel injection valves and the engine
control system.
The NOx content in the exhaust gas can be re-
duced with primary and/or secondary reduction
methods. Up to 9598% NOx reduction
The primary methods affect the combustion pro- This reduction can be achieved by means of
cess directly by reducing the maximum combus- secondary methods, such as the SCR (Selec-
tion temperature, whereas the secondary me- tive Catalytic Reduction), which involves an
thods are means of reducing the emission level aftertreatment of the exhaust gas, see Section
without changing the engine performance, using 3.02.
external equipment.
Plants designed according to this method have
been in service since 1990 on five vessels, using
030% NOx reduction Haldor Topsøe catalysts and ammonia as the re-
ducing agent, urea can also be used.
The ME engines can be delivered with several
operation modes, options: 4 06 063 Port load, 4 The SCR unit can be located separately in the
06 064 Special emission, 4 06 065 Other emission engine room or horizontally on top of the engine.
limit, and 4 06 066 Dual fuel. The compact SCR reactor is mounted before
the turbocharger(s) in order to have the optimum
These operation modes may include a ‘Low NOx working temperature for the catalyst. However at-
mode’ for operation in, for instance, areas with re- tention have to be given to the type of HFO to be
striction in NOx emission. used.
For further information on engine operation For further information about emission control,
modes, see Extent of Delivery. please refer to our publication:
3
MAN Diesel
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see the table in
available from the Turbocharger Selection Fig. 3.01.01.
program on www.mandiesel.com under
‘Turbocharger’ → ‘Overview’ → ‘Turbocharger One more turbocharger can be applied, than the
Selection’. number stated in the tables, if this is desirable due
to space requirements, or for other reasons. Ad-
The data specified in the printed edition are valid ditional costs are to be expected.
at the time of publishing.
However, we recommend the ‘Turbocharger se-
The MC/ME engines are designed for the applica- lection’ programme on the Internet, which can be
tion of either MAN Diesel, ABB or Mitsubishi (MHI) used to identify a list of applicable turbochargers
turbochargers. for a specific engine layout.
The turbocharger choice is made with a view to For information about turbocharger arrangement
obtaining the lowest possible Specific Fuel Oil and cleaning systems, see Section 15.01.
Consumption (SFOC) values at the nominal MCR
by applying conventional turbochargers.
By-pass flange
Exhaust receiver
Centre of cylinder
Turbocharger
178 06 721.1
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air intake
Air outlet
Exhaust gas outlet
Deck
Support
Static mixer
Air
Orifice
High efficiency turbocharger
Engine
198 99 271.0
Electricity Production
4
MAN Diesel
MAN B&W 4.01
Page 1 of 5
Electricity Production
Introduction
• Auxiliary diesel generating sets Within each PTO system, several designs are
available, depending on the positioning of the
• Main engine driven generators gear:
• PTO/RCF
(Power Take Off/RENK Constant Frequency):
Generator giving constant frequency, based on
mechanicalhydraulical speed control.
• PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)
178 57 10-8.0
Designation of PTO
For further information, please refer to our publi-
cation titled:
BW II S35MEC7/GCR 90060
50: 50 Hz
60: 60 Hz
kW on generator terminals
Mark version
To panel
Hydrostatic motor
Output shaft
Hydrostatic pump
Multidisc clutch
Input shaft
Controller
Terminal
178 00 45-5.0
Fig. 4.01.03: PTO with RENK constant frequency gear: BW II/RCF, option: 4 85 203
This keeps the generator speed constant during In the case that a larger generator is required,
single running as well as when running in parallel please contact MAN Diesel.
with other generators.
Yard deliveries are:
The multi-disc clutch, integrated into the gear in-
put shaft, permits the engaging and disengaging 1. Cooling water pipes to the built-on lubricating
of the epicyclic gear, and thus the generator, from oil cooling system, including the valves
the main engine during operation.
2. Electrical power supply to the lubricating oil
An electronic control system with a RENK control- stand-by pump built on to the RCF unit
ler ensures that the control signals to the main
electrical switchboard are identical to those for 3. Wiring between the generator and the operator
the normal auxiliary generator sets. This applies control panel in the switch-board.
to ships with automatic synchronising and load
sharing, as well as to ships with manual switch- 4. An external permanent lubricating oil filling-up
board operation. connection can be established in connection
with the RCF unit.
Internal control circuits and interlocking functions
between the epicyclic gear and the electronic The necessary preparations to be made on the
control box provide automatic control of the func- engine are specified in Fig. 4.03.01.
tions necessary for the satisfactory operation and
protection of the BW II/RCF unit. If any monitored
value exceeds the normal operation limits, a warn-
ing or an alarm is given depending upon the ori-
gin, severity and the extent of deviation from the
permissible values. The cause of a warning or an
alarm is shown on a digital display.
3
6
1. Flange on crankshaft
2. Studs and nuts, dowel pipe and screws
3. Intermediate shaft between the crankshaft and flexible coupling for PTO
4. Oil sealing for intermediate shaft
5. End cover in 2/2 with scraper ring housing
6. Plug box for electronic measuring instrument for check of condition of axial vibration damper
178 43 54-4.0
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BWII/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow flexible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- flexible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a fixed pitch
ment, depending on the configuration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
178 18 225.0
combinator mode. This will, however, require an Generator stepup gear and flexible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and flexible coupling integrated in
the shaft line may be chosen due to first costs of
gear and coupling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The flexible coupling cannot transfer the thrust
The hollow flexible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary flexible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow flexible coupling consists of flexible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
178 18 250.1
Auxiliary Propulsion System/Take Home System To obtain high propeller efficiency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel can offer a solution where the friction clutch which allows the propeller to be
CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK KAZ) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK KAZ clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
Main engine
Generator/motor
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
A B 830 1000
C Q
178 23 031.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,457 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,457 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,457 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,457 10.5
7 (1,000 r/min) 3,501 1,585 5,086 2,457 11.4
7 (1,200 r/min) 3,501 1,585 5,086 2,457 11.4
8 (1,000 r/min) 3,776 1,680 5,456 2,495 12.4
8 (1,200 r/min) 3,776 1,680 5,456 2,457 12.4
9 (1,000 r/min) 4,151 1,680 5,731 2,495 13.1
9 (1,200 r/min) 4,151 1,680 5,731 2,495 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate and subject to change without prior notice.
178 33 874.3
Cyl. 5 6 7 8 9
Max. continuous rating at 1,000 rpm kW 450 540 630 720 810
Example: if the inlet temperature is 25°C, then the L.T. flow will
change to (44-36)/(44-25)*100 = 42% of the original flow. If the
temperature rises above 36°C, then the L.T. outlet will rise ac-
cordingly.
178 56 53-3.0
Fig. 4.06.02a: List of capacities for L16/24 1,000 rpm, IMO Tier I. Tier II values available on request.
Cyl. 5 6 7 8 9
Max continues rating 1,200 rpm kW 500 660 770 880 990
The stated heat balances are based on tropical conditions. The exhaust gas data (exhaust gas flow, exhaust gas temp.
and air consumption). are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and 44°C for the LT water
Example: If the inlet temperature is 25°C then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow.
If the temperature rises above 36°C, then the L.T. outlet will rise acordingly.
Fig. 4.06.02b: List of capacities for L16/24 1,200 rpm, IMO Tier I. Tier II values available on request.
A B 1,200 1,400
C Q
178 23 043.2
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (900 rpm) 3,959 1,820 5,829 3,183 21.5
5 (1000 rpm) 3,959 1,870 5,829 3,183 21.5
6 (900 rpm) 4,314 2,000 6,314 3,183 23.7
6 (1000 rpm) 4,314 2,000 6,314 3,183 23.7
7 (900 rpm) 4,669 1,970 6,639 3,183 25.9
7 (1000 rpm) 4,669 1,970 6,639 3,183 25.9
8 (900 rpm) 5,024 2,250 7,274 3,289 28.5
8 (1000 rpm) 5,024 2,250 7,274 3,289 28.5
9 (900 rpm) 5,379 2,400 7,779 3,289 30.9
9 (1000 rpm) 5,379 2,400 7,779 3,289 30.9
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)
* Depending on alternator
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
HT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
Lubricating oil pump (3-5 bar) m³/h 31 31 41 41 41
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 0.65 0.91 1.06 1.21 1.36
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.32 0.44 0.52 0.59 0.67
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.66 0.92 1.07 1.23 1.38
Cooling capacities:
Lubricating oil kW 195 158 189 218 247
LT charge air kW 118 313 366 418 468
Total LT system kW 313 471 555 636 715
LT flow at 36°C inlet and 44°C outlet* m³/h 27.0 44.0 48.1 51.9 54.0
Jacket cooling kW 154 274 326 376 427
HT charge air kW 201 337 383 429 475
Total HT system kW 355 611 709 805 902
HT flow at 44°C inlet and 80°C outlet* m³/h 8.5 19.8 22.6 25.3 27.9
Total from engine kW 668 1082 1264 1441 1617
LT flow from engine at 36°C inlet m³/h 27.0 43.5 47.6 51.3 53.5
LT outlet temperature from engine at 36°C inlet °C 55 58 59 61 63
( 1-string cooling water system )
Gas data:
Exhaust gas flow kg/h 6,679 9,600 11,200 12,800 14,400
Exhaust gas temperature at turbine outlet °C 335 348 348 348 348
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 6,489 9,330 10,900 12,400 14,000
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 49 50 54 58
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
At different inlet temperature the flow will change accordingly.
17856 53-3.0
Example: If the inlet temperature is 25°C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.
Fig. 4.07.02a: List of capacities for L21/31, 900 rpm, IMO Tier I. Tier II values available on request.
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
HT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
Lubricating oil pump (3-5 bar) m³/h 34 34 46 46 46
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 0.69 0.92 1.08 1.23 1.38
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.34 0.45 0.53 0.60 0.68
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.93 1.09 1.25 1.40
Cooling capacities:
Lubricating oil kW 206 162 192 222 252
LT charge air kW 125 333 388 443 499
Total LT system kW 331 495 580 665 751
LT flow at 36°C inlet and 44°C outlet* m³/h 35.5 47.8 52.1 56.2 60.5
Jacket cooling kW 163 280 332 383 435
HT charge air kW 212 361 411 460 509
Total HT system kW 374 641 743 843 944
HT flow at 44°C inlet and 80°C outlet* m³/h 8.9 20.9 23.9 26.7 29.5
Total from engine kW 705 1136 1323 1508 1695
LT flow from engine at 36°C inlet m³/h 35.5 47.2 51.5 55.6 59.9
LT outlet temperature from engine at 36°C inlet °C 53 57 59 60 61
(1-string cooling water system)
Gas data:
Exhaust gas flow kg/h 6,920 10,200 11,900 13,600 15,300
Exhaust gas temperature at turbine outlet °C 335 333 333 333 333
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 6,720 9,940 11,600 13,200 14,900
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 21 47 50 54 56
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
At different inlet temperature the flow will change accordingly.
17856 53-3.0
Example: If the inlet temperature is 25°C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.
Fig. 4.07.02a: List of capacities for L21/31, 1,000 rpm, IMO Tier I. Tier II values available on request.
H P
A B 1,270 1,600
C Q
178 23 067.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 18.0
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 23.5
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
P Free passage between the engines, width 600 mm and height 2,000 mm 178 34 537.1
Q Min. distance between engines: 2,250 mm
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0 1.0 1.0 1.0
L.T. cooling water pump (1-2.5 bar) m3/h 55 55 55 55
H.T. cooling water pump (1-2.5 bar) m3/h 36 36 36 36
Lub. oil main pump (3-5 bar) m3/h 16 16 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.55/0.57 0.64/0.67 0.73/0.76
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.22/0.23 0.27/0.28 0.31/0.33 0.36/0.37
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.56/0.58 0.65/0.67 0.74/0.77
L.T. cooling water pump* (1-2.5 bar) m3/h 35 42 48 55
L.T. cooling water pump** (1-2.5 bar) m3/h 48 54 60 73
H.T. cooling water pump (1-2.5 bar) m3/h 20 24 28 32
Lub. oil stand-by pump (3-5 bar) m3/h 14.0 15.0 16.0 17.0
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 69 84 98 112
L.T. cooling water quantity* m3/h 5.3 6.4 7.5 8.5
L.T. cooling water quantity** m3/h 18 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36
Charge Air:
Heat dissipation kW 251 299 348 395
L.T. cooling water quantity m3/h 30 36 42 48
L.T. cooling water inlet cooler °C 36 36 36 36
Jacket Cooling:
Heat dissipation kW 182 219 257 294
H.T. cooling water quantity m3/h 20 24 28 32
H.T. cooling water temp. inlet cooler °C 77 77 77 77
Gas Data:
Exhaust gas flow kg/h 5,510 6,620 7,720 8,820
Exhaust gas temp. °C 310 310 310 310
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/s 1.49 1.79 2.09 2.39
Starting Air System:
Air consumption per start Nm3 2.0 2.0 2.0 2.0
Heat Radiation:
Engine kW 21 25 29 34
Generator kW (See separat data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is
multiplied by 1.45.
Fig. 4.08.02a: List of capacities for L23/30H, 720/750 rpm, IMO Tier I.
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.3 1.3 1.3
L.T. cooling water pump (1-2.5 bar) m3/h 69 69 69
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45
Lub. oil main pump (3.5-5 bar) m3/h 20 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.69 0.81 0.92
Fuel oil supply pump*** (4 bar discharge pressure) m3/h 0.34 0.40 0.45
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.82 0.94
L.T. cooling water pump* (1-2.5 bar) m3/h 52 61 70
L.T. cooling water pump** (1-2.5 bar) m3/h 63 71 85
H.T. cooling water pump (1-2.5 bar) m3/h 30 35 40
Lub. oil stand-by pump (3.5-5 bar) m3/h 17 18 19
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 117 137 158
L.T. cooling water quantity* m3/h 7.5 8.8 10.1
SW L.T. cooling water quantity** m3/h 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36
Charge Air:
Heat dissipation kW 369 428 487
L.T. cooling water quantity m3/h 46 53 61
L.T. cooling water inlet cooler °C 36 36 36
Jacket Cooling:
Heat dissipation kW 239 281 323
H.T. cooling water quantity m3/h 30 35 40
H.T. cooling water temp. inlet cooler °C 77 77 77
Gas Data:
Exhaust gas flow kg/h 8,370 9,770 11,160
Exhaust gas temp. °C 325 325 325
Max. allowable back. press. bar 0.025 0.025 0.025
Air consumption kg/s 2.25 2.62 3.00
Startiang Air System:
Air consumption per start Nm3 2.0 2.0 2.0
Haeat Radiation:
Engine kW 32 37 42
Generator kW (See separat data from generator maker)
If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36° C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is
multiplied by 1.45.
Fig. 4.08.02b: List of capacities for L23/30H, 900 rpm, IMO Tier I.
H P
A B 1,480 1,770
C Q 1,285
178 23 079.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,346 2,486 6,832 3,628 42.3
5 (750 r/min) 4,346 2,486 6,832 3,628 42.3
6 (720 r/min) 4,791 2,766 7,557 3,712 45.8
6 (750 r/min) 4,791 2,766 7,557 3,712 46.1
7 (720 r/min) 5,236 2,766 8,002 3,712 52.1
7 (750 r/min) 5,236 2,766 8,002 3,712 52.1
8 (720 r/min) 5,681 2,986 8,667 3,899 56.3
8 (750 r/min) 5,681 2,986 8,667 3,899 58.3
9 (720 r/min) 6,126 2,986 9,112 3,899 63.9
9 (750 r/min) 6,126 2,986 9,112 3,899 63.9
P Free passage between the engines, width 600 mm and height 2,000 mm 178 33 898.2
Q Min. distance between engines: 2,900 mm (without gallery) and 3,100 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator
All dimensions and masses are approximate and subject to change without prior notice.
Cyl. 5 6 7 8 9
Max continues rating 720 RPM kW 1,500 1,980 2,310 2,640 2,970
Cyl. 5 6 7 8 9
Max continues rating 750 RPM kW 1,600 1,980 2,310 2,640 2,970
Engine driven pumps:
LT cooling water pump 2.5 bar m³/h 70 70 70 70 70
HT cooling water pump 2.5 bar m³/h 70 70 70 70 70
Lubricating oil main pump 8 bar m³/h 66 66 96 96 96
Separate pumps:
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.10 1.34 1.57 1.79 2.01
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.54 0.66 0.77 0.88 0.99
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.11 1.36 1.59 1.81 2.04
Cooling capacity:
Lubricating oil kW 217 283 328 376 420
Charge air LT kW 155 392 436 473 504
Total LT system kW 372 675 764 849 924
Flow LT at 36°C inlet and 44°C outlet m³/h 40 70 70 70 70
Jacket cooling kW 402 486 573 664 754
Charge air HT kW 457 558 640 722 802
Total HT system kW 859 1,044 1,213 1,386 1,556
Flow HT at 44°Cinlet and 80°C outlet m³/h 21 22 27 32 38
Total from engine kW 1,231 1,719 1,977 2,235 2,480
LT flow at 36°C inlet m³/h 40 70 70 70 70
LT temp. Outlet engine °C 62 55 58 61 64
(at 36°C and 1 string cooling water system)
Gas Data:
Exhaust gas flow kg/h 11,693 15,000 17,400 19,900 22,400
Exhaust gas temp. °C 330 305 305 305 305
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 11,662 14,600 17,000 19,400 21,800
Starting Air System:
Air consumption per start Nm3 2.5 2.9 3.3 3.8 4.3
Heat Radiation:
Engine kW 54 64 75 68 73
Alternator kW (see separate data from the alternator maker)
H P
A B 1,490 1,800
C Q 1,126
178 23 092.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,279 2,400 6,679 3,184 32.6
5 (750 r/min) 4,279 2,400 6,679 3,184 32.6
6 (720 r/min) 4,759 2,510 7,269 3,184 36.3
6 (750 r/min) 4,759 2,510 7,269 3,184 36.3
7 (720 r/min) 5,499 2,680 8,179 3,374 39.4
7 (750 r/min) 5,499 2,680 8,179 3,374 39.4
8 (720 r/min) 5,979 2,770 8,749 3,374 40.7
8 (750 r/min) 5,979 2,770 8,749 3,374 40.7
9 (720 r/min) 6,199 2,690 8,889 3,534 47.1
9 (750 r/min) 6,199 2,690 8,889 3,534 47.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,655 mm (without gallery) and 2,850 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice. 178 33 921.3
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4
L.T. cooling water pump (1-2.5 bar) m3/h 45 60 75 75 75
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 60 60 60
Lub. oil main pump (3-5 bar) m3/h 23 23 31 31 31
Separate Pumps:
Diesel oil Pump (4 bar at fuel oil inlet A1) m³/h 0.73/0.77 0.88/0.92 1.02/1.08 1.17/1.23 1.32/1.38
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.36/0.38 0.43/0.45 0.50/0.53 0.57/0.60 0.64/0.68
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.74/0.78 0.89/0.93 1.04/1.09 1.18/1.25 1.33/1.40
L.T. cooling water pump* (1-2.5 bar) m3/h 45 54 65 77 89
L.T. cooling water pump** (1-2.5 bar) m3/h 65 73 95 105 115
H.T. cooling water pump (1-2.5 bar) m3/h 37 45 50 55 60
Lub. oil stand-by pump (3-5 bar) m3/h 22 23 25 27 28
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 105 127 149 172 194
L.T. cooling water quantity* m3/h 7.8 9.4 11.0 12.7 14.4
SW L.T. cooling water quantity** m3/h 28 28 40 40 40
Lub. oil temp. inlet cooler °C 67 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36 36
Charge Air:
Heat dissipation kW 393 467 541 614 687
L.T. cooling water quantity m3/h 37 45 55 65 75
L.T. cooling water inlet cooler °C 36 36 36 36 36
Jacket Cooling:
Heat dissipation kW 264 320 375 432 489
H.T. cooling water quantity m3/h 37 45 50 55 60
H.T. cooling water temp. inlet cooler °C 77 77 77 77 77
Gas Data:
Exhaust gas flow kg/h 9,260 11,110 12,970 14,820 16,670
Exhaust gas temp. °C 305 305 305 305 305
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/s 2.51 3.02 3.52 4.02 4.53
Heat Radiation:
Engine kW 26 32 38 44 50
Generator kW (See separat data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption
is multiplied by 1.45.
Fig. 4.10.02: List of capacities for L28/32H, IMO Tier I.
Installation Aspects
5
MAN Diesel
MAN B&W 5.01
Page 1 of 1
The latest version of most of the drawings of this A special crane beam for dismantling the turbo-
section is available for download at www.mandie- charger must be fitted. The lifting capacity of the
sel.com under ‘Marine’ → ‘Low Speed’ → ‘Instal- crane beam for dismantling the turbocharger is
lation Drawings’. First choose engine series, then stated in Section 5.03.
engine type and select from the list of drawings
available for download. The overhaul tools for the engine are designed
to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
Space Requirements for the Engine pacity 1Am and dimensions of the single hook
type according to DIN 15401, part 1.
The space requirements stated in Section 5.02
are valid for engines rated at nominal MCR (L1). The total length of the engine at the crankshaft
level may vary depending on the equipment to
The additional space needed for engines be fitted on the fore end of the engine, such as
equipped with PTO is stated in Chapter 4. adjustable counterweights, tuning wheel, moment
compensators or PTO.
If, during the project stage, the outer dimensions
of the turbocharger seem to cause problems, it
is possible, for the same number of cylinders, to
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers
by one, see Chapter 3.
Overhaul of Engine
Space Requirement
F G
Deck beam
Engine room crane
O
T U
V°
R S
H1/H2
E
H3
D
A
Z
I J
B
Tank top
C
Lub. oil tank
Cofferdam
N
K L M
A
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN Diesel & Turbo
or our local representative.
517 78 19-6.0.0
Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
Cyl. No. 5 6 7 8
A 700 Cylinder distance
B 950 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tank top
C 2,913 2,963 2,993 3,038
according to classification rules
- - 5,582 5,600 MAN TCR/TCA
D* - - - - ABB A100-L Dimensions according to turbocharger choice at nominal MCR
- - - - Mitsubishi MET
3,031 3,249 3,492 3,755 MAN Diesel TCA
E* 3,000 3,409 3,546 3,830 ABB A100-L Dimensions according to turbocharger choice at nominal MCR
2,818 3,249 3,386 3,524 Mitsubishi MET
F - See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft side
MAN TCR/TCA
The required space to the engine room casing includes mechanical
G 2,590 ABB A100-L
top bracing
Mitsubishi MET
H1 * 7,800 Minimum overhaul height, normal lifting procedure
H2 * 7,475 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of deck beam, when using
H3 * 7,200
MAN B&W Double Jib Crane
I 1,295 Length from crankshaft centre line to outer side bedplate
J 575 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn
K See text
into the engine room
L* 5,124 5,824 5,607 7,264 Minimum length of a basic engine, without 2nd order moment compensators.
M ≈ 800 Free space in front of engine
N 3,490 Distance between outer foundation girders
O - Minimum crane operation area
P See text See drawing: ‘Crane beam for Turbocharger’ for overhaul of turbocharger
- - 1,705 1,602 MAN TCR/TCA
Q - - - - ABB A100-L Dimensions according to turbocharger choice at nominal MCR
- - - - Mitsubishi MET
R
S Required crane coverage area and hook travelling width for turbocharger maintenance and
See text
T overhaul to be supplied by turbocharger maker
U
V 0°, 15°, 30°, 45°, 60°, 75°, 90° Maximum 30° when engine room has minimum headroom above the turbocharger
Y 3,400 Space for water mist catcher overhaul.
Z 3,300 Space for air cooler element overhaul.
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights
“H1”, “H2” or “H3”.
The min. engine room height is dependent on “H1”, “H2”, “H3” or “E+D”.
For the overhaul of a turbocharger, a crane beam The crane beam can be bolted to brackets that
with trolleys is required at each end of the turbo- are fastened to the ship structure or to columns
charger. that are located on the top platform of the engine.
Two trolleys are to be available at the compressor The lifting capacity of the crane beam for the
end and one trolley is needed at the gas inlet end. heaviest component ‘W’, is indicated in Fig.
5.03.01b for the various turbocharger makes. The
Crane beam no. 1 is for dismantling of turbocharg- crane beam shall be dimensioned for lifting the
er components. weight ‘W’ with a deflection of some 5 mm only.
Crane beam no. 2 is for transporting turbocharger
components. HB indicates the position of the crane hook in the
See Figs. 5.03.01a and 5.03.02. vertical plane related to the centre of the turbo-
charger. HB and b also specifies the minimum
The crane beams can be omitted if the main engine space for dismantling.
room crane also covers the turbocharger area.
For engines with the turbocharger(s) located on
The crane beams are used and dimensioned for the exhaust side, EoD No. 4 59 122, the letter
lifting the following components: ‘a’ indicates the distance between vertical cen-
trelines of the engine and the turbocharger.
• Exhaust gas inlet casing
• Turbocharger inlet silencer MAN B&W
• Compressor casing Units TCR22 TCA44 TCA55 TCA66
• Turbine rotor with bearings W kg 1,000 1,000 1,000 1,200
HB mm 1,000 1,200 1,400 1,600
The crane beams are to be placed in relation to the b m 500 500 600 700
turbocharger(s) so that the components around the
gas outlet casing can be removed in connection
ABB
with overhaul of the turbocharger(s).
Units A165 A170 A175
a Crane beam for W kg
transportation of
Crane beam for Crane beam components HB mm Available on request
dismantling of
components
b m
Crane hook
Main engine/aft cylinder
Mitsubishi
Engine room side
b The figures ‘a’ are stated on the ‘Engine and Gallery Outline’
drawing, Section 5.06.
178 52 340.1
Spares
178 52 746.0
3. Take out the cooler insert by using the above 8. By using the engine room crane the air cooler
placed crane beam mounted on the engine. insert can be lifted out of the engine room.
1 2 3
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine 178 52 734.0
Valid for all engines with aft mounted Turbocharger. 4. Turn the cooler insert to an upright position.
1. Dismantle all the pipes in the area around the 5. By using the engine room crane the air cooler
air cooler. insert can be lifted out of the engine room.
Crane beam
for A/C
1 2 3 4
1 2 3 4
Fig.: 5.03.04: Crane beam for overhaul of air cooler, turbocharger located on aft end of the engine 517 93 99-9.0.0
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing (see the crankshaft.
cross-hatched area).
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane can be used for transport of heavy crane beam or, alternatively, in combination with
spare parts from the engine room hatch to the the engine room crane structure, see separate
spare part stores and to the engine. drawing with information about the required lifting
See example on this drawing. capacity for overhaul of turbochargers.
2) Spares
by the engine room crane
Normal crane
1)
Deck Deck
H1/H2
Deck beam
A
Deck beam
H3
A A
Crankshaft Crankshaft
Minimum area
Engine room hatch to be covered
by the engine
room crane
519 24 62-8.0.0
1) The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting capacity in accordance with
the figure stated in the table. If a larger crane hook is used, it may not fit directly to the overhaul tools, and the use of an interme-
diate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in
the engine room (dimension H).
2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in
Crane
tons selected Reduced
Mass in kg including operating
in accordance with height lifting
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of main
components
(option)
975 1,150 575 1.25 2x1.0 2,300 7,800 7,475 7,200 300
078 12 98-6.1.0
Fig. 5.04.01: Engine room crane
178 24 863.2
Deck beam
30
M
Chain collecting box
178 37 30-1.1
Engine outline
Gallery outline
Aft cyl.
cyl. 1
3,300
2,300
1,565 3,500
TCA55
5,600
562
1,300
178 55 57-5.0
2,300
2,400
1,150
300
100
cyl.1
Aft cyl.
0
700
6,505
2,300
5,582
A A
4,540
3,900
2,400
2,300
460
950
1,360
2,300
1,300
1,300
2,400
2,600
2,400
Please note that the latest version of the dimensioned drawing is available for download at www.mandieselturbo.com under ‘Marine
Engines & Systems’ → ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline draw-
ing’ for the actual number of cylinders and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.01b: Engine outline, S40MC-C9/ME-B9 with turbocharger on aft end 178 55 57-5.0
Upper Platform
Floor plate 5mm
300 x 45°
overhauling
2,300
1,700
2,400
Lower platform
Floor plate 5mm
300 x 45°
2,950
1,915 2,000
300 x 45°
2,600
2,300
1,920
2,400
331
Please note that the latest version of the dimensioned drawing is available for download at www.mandieselturbo.com under ‘Marine
Engines & Systems’ → ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline draw-
ing’ for the actual number of cylinders and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.01c: Gallery outline, S40MC-C9/ME-B9 with turbocharger on aft end 178 26 815.0
7,955
700 1,696
Upper p
4,200 2
1,755
400
7,860
2,300
2,400
3,600
4,000
1,259 * 1,065
1,565
7,024
* For connection flange
3,366
2,600
2,776
1,150
840
550
6,480
5,600
5,507
1,765
Lower p
4,850 350
4,540
4,197
4,000
2,980
1,920
508 75 28-5.0.0
460
1,325
1,325
1,920
4,000
Uppe
4,200
1,755
400
7,860
2,300
Page 5 of 6
2,400
3,600
4,000
1,259 * 1,065
1,565
7,024
* For connection flange
3,366
2,600
2,776
1,150
840
550
6,480
5,600
5,507
1,765
Lowe
4,850 350
4,540
4,197
4,000
2,980
1,920
460
350
950
1,380
2,400
1,325
1,325
1,920
4,000
Please note that the latest version of the dimensioned drawing is available for download at www.mandieselturbo.com under ‘Marine
Engines & Systems’ → ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline draw-
ing’ for the actual number of cylinders and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.02b: Engine outline, S40MC-C9/ME-B9 with turbocharger on exhaust side 508 75 28-5.0.0
Upper platform
4,200 2 holes for piston overhauling
1,755 2,000
400 400
7,860
2,300
2,400
3,600
4,000
1,065
1,565
3,366
2,600
2,776
550 550
6,480
5,600
5,507
1,765 2,000
Lower platform
4,850 350 350
4,197
4,000
2,300
2,980
1,920
2,400
460
350
950
350
1,380
1,920
4,000
Please note that the latest version of the dimensioned drawing is available for download at www.mandieselturbo.com under ‘Marine
Engines & Systems’ → ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline draw-
ing’ for the actual number of cylinders and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.02c: Gallery outline, S40MC-C9/ME-B9 with turbocharger on exhaust side 508 75 28-5.0.0
Centre of Gravity
Aft Fore D M
E AB
B AP, AN
X RU
RU
F
AH
AP
AN BF
K
AB BX
AH A A
AR
K
AK
AC
AS2
AC1
AS1
AM Z RW
AT Z
AL AM
AV
X
0,0 0,0 Y AL
AF
AE2 AE2
BD
AE1
S2 S1
S2
506 49 38-2.3.0a
Fig. 5.09.01: Engine pipe connections 7S40ME-B9 with turbocharger on aft end
Fore Aft.
M
D
L
AR
K
AC AB
AC1 AK
X AS2
F AU
RU
BX
BF B
RW N,P
AU
P AG
BV AG BV
AS1
AT
N
AF AT
AV
BD AE1
S1
506 49 38-2.3.0b
Fig. 5.09.02: Engine pipe connections 7S40ME-B9 with turbocharger on aft end
Counterflanges
Cyl.
Ref. Flange Bolts DN Description
No.
Diam. PCD Thickn. Diam. No.
A 225 180 24 M20 8 90 Starting air inlet (Neck flange for welding supplied)
B Coupling for 16 mm pipe Control air inlet
D Exhaust gas outlet
E TCA55 Special square flanges 65 Venting of lub.oil discharge pipe turbocharger
F 90 85 14 M12 4 25 Fuel oil outlet (Neck flange for welding supplied)
K 220 180 22 M16 8 100 Fresh cooling water inlet
L 220 180 22 M16 8 100 Fresh cooling water outlet
M Coupling for 30 mm pipe Fresh Cooling water de-aeration
N 285 240 24 M20 8 150 Cooling water inlet to air cooler
P 285 240 24 M20 8 150 Cooling water outlet from air cooler
RU 340 295 26 M20 12 200 Lubricating inlet oil (system oil)
S1
S See special drawing of oil outlet System oil outlet to bottom tank
S2
X 110 100 16 M16 4 32 Fuel oil inlet (Neck flange for welding supplied)
AB TCA55 185 145 18 M16 4 65 Lubricating oil outlet from turbocharger
AC Coupling for 42 mm pipe ALPHA Lubricating oil inlet to cylinder lubricators
AE1 140 100 18 M16 4 32 Drain from bed plate/cleaning turbocharger
AE
AE2 140 100 18 M16 4 32 Drain from bed plate/cleaning turbocharger
AF 140 100 18 M16 4 32 Clean fuel to drain tank
AG 140 100 18 M16 4 32 Drain oil from piston rod stuffing boxes
AH 140 100 18 M16 4 32 Fresh cooling water drain
AK Coupling for 30 mm pipe Inlet cleaning air cooler
AL 150 110 18 M16 4 40 Drain from water mist catcher
AN Coupling for 30 mm pipe Water inlet for cleaning of turbocharger
AM 150 110 18 M16 4 40 Outlet air cooler to chemical cleaning tank
AP Coupling for 12 mm pipe Air inlet for dry cleaning of turbocharger
AR 150 110 18 M16 4 40 Oil vapour discharge
AS1
AS 2 x Hose connection 20 mm Cooling water drain air cooler
AS2
AT Coupling for 25 mm pipe Extinguishing of fire in scavenge air box
AV 185 145 18 M16 4 65 Drain from scavenge air box to closed drain tank
BD Coupling for 10 mm pipe Fresh water outlet for heating fuel oil drain pipes
BX Coupling for 10 mm pipe Steam inlet for heating fuel oil pipes
BF Coupling for 10 mm pipe Steam outlet for heating fuel oil pipes
BV Coupling for 20 mm pipe Steam inlet for cleaning of drain scavenge air box
RW 185 145 18 M16 4 65 System oil filter back flushing
50649 38-2.3.0
Counterflanges, Connection D
Dia 1
L
A
PC
D
a2
IW
Di
F
B
W
D
IL
G
C
E N x diameter (O) N x diameter (O)
4x90
390
300
D
B
IL
710
G 7x110
C Nx Thread (0) 800
Dia 1
L
A
PC
D a2
IW
Di
W
B
D
F
IL
G
C N x diameter (O) N x diameter (O)
TPL77 1,372 638 1,176 462 1,294 390 1,170 580 130 130 28 ø26
W
D
B
F
PC
MAN B&W D a2 5.10
IW
Di
W
B
D
F
IL Page 3 of 3
L
A
IW
W
D
B
F
IL
G
C N x diameter (O)
Type MET
T.C. L W IL IW A B C D F G N O
MET33MA Available on request
MET42MA 883 365 793 275 850 240 630 335 80 90 24 ø15
MET53MA 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20
MET60MA 1,230 660 1,120 388 1,190 315 1,050 500 105 105 30 ø20
MET66MA 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø24
MET71MA 1,520 700 1,400 480 1,475 345 1,265 640 115 115 34 ø20
MET83MA 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24
MET90MA 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
503 26 38-6.0.1
Counterflanges, Connection E
Dia
L
L
W W
N x diameter (O)
N x diameter (O)
TCA
Dia
Dia
L
L
N x diameter (O) PCD
W W
N x diameter (O)
N x diameter (O)
Dia 1
TPL
Dia
B
L
Dia 2
W
Dia 1
MET
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines
MAN Diesel 198 70 27-3.0
Dia
Dia
Dia
L
L
MAN B&W W W
5.10
N x diameter (O)
N x diameter (O)
Page 2 of 3
ABB Type TPL
Dia 1
TPL
N x diameter (O) PCD
MET
TPL77B11/12/13
TPL80B11/12/13
185
200
145
160
4
8
18
18
18
20
Dia
TPL
MAN B&W 5.10
N x diameter (O) PCD Page 3 of 3
Dia
L
L
Dia 2
W
Dia 1
MET W
N x diameter (O)
Dia
W
N x diameter (O)
B
L
N x diameter (O) PCD A
N x diameter (O) PCD
Dia 2
W
Dia 1
Dia
B
L
# # #
A B
431
A B
1,325
1,315
1,225±1
563 292 293 292 293 293 292 293 292 548
894
480 50 990
Thrust
bearing
Aft Cyl.
2,650
Cyl. 3
Cyl. 2
Cyl. 1
Engine
Cyl.
894
1,225±1
1,315
1,325
1,259 700 618
431
227±1
410±1
555±1
725±1
870±1
1,110±1
1,255±1
1,425±1
1,570±1
1,810±1
1,955±1
2,125±1
0
269
Width of machining
on underside bedplate
ø58 holes in the bedplate and ø43 holes in the topplate
M64x6 in bedplate for alignment screws and ø43 holes in the topplate
2x1 off ø51 holes
End flange of thrust shaft
A-A
50 10 Effective 365 25 925 to engine
Epoxy wedges to be B-B Alignment
chiselled after curing screw
to enable mounting of ø58
side chock liners
Plug
ø43
178 57 42-0.0
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. drawings for machining the bedplate
This drawing may, subject to the written consent of 2) The shipyard drills the holes for holding down
the actual engine builder concerned, be used as a bolts in the top plates while observing the toler-
basis for markingoff and drilling the holes for hold- anced locations given on the present drawing
ing down bolts in the top plates, provided that:
3) The holding down bolts are made in accord-
ance with MAN B&W drawings of these bolts.
Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts
320 1,325
431 894
881
950
1
Centreline engine
4
D1
+35
5025
B
50
If required by classifi
155
410
20
3 this bracket. 429
470
Thickness of bracket is
the same as thickness
380
2 of floorplates
350
5
R7
R3
2
20
200
18
925
28 940
32 1,330
28 1,635
1,835
178 55 60-9.1
Section B-B
Side chock brackets, option: 4 82 622 includes:
1. Side chock brackets
Centre of
main bearing Side chock liners, option: 4 82 620 includes:
2. Liner for side chock
3. Lock plate
4. Washer
5. Hexagon socket set screw
Detail D1
A
1 3 4 5 2
178 57 34-8.0
530
End chock bolts, option: 4 82 610 includes:
Taper 1 100 50
about 300
1. Stud for end chock bolt
8 6 3 5 4 7 2 1 2. Round nut
3. Round nut
4. Spherical washer
about ø140
5. Spherical washer
6. Protecting cap
100
178 57 19-4.0
Fig. 5.12.02c: Profile of engine seating, end chocks, option: 4 82 610
The so-called guide force moments are caused by Without top bracing, the natural frequency of
the transverse reaction forces acting on the cross- the vibrating system comprising engine, ship’s
heads due to the connecting rod and crankshaft bottom, and ship’s side is often so low that reso-
mechanism. When the piston of a cylinder is not nance with the excitation source (the guide force
exactly in its top or bottom position the gas force moment) can occur close to the normal speed
from the combustion, transferred through the con- range, resulting in the risk of vibration.
necting rod, will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on above the normal speed range, as the natural fre-
the guide shoe and together they form a guide quencies of the double bottom/main engine sys-
force moment. tem will increase. The impact of vibration is thus
lowered.
The moments may excite engine vibrations mov-
ing the engine top athwart ships and causing a The top bracing is normally installed on the ex-
rocking (excited by H-moment) or twisting (excited haust side of the engine, but can alternatively be
by X-moment) movement of the engine. For en- installed on the manoeuvring side. A combination
gines with less than seven cylinders, this guide of exhaust side and manoeuvring side installation
force moment tends to rock the engine in the is also possible.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing system is installed either as a
mechanical top bracing or a hydraulic top bracing.
The guide force moments are harmless to the Both systems are described below.
engine except when resonance vibrations occur
in the engine/double bottom system. They may,
however, cause annoying vibrations in the super- Mechanical top bracing
structure and/or engine room, if proper counter-
measures are not taken. The mechanical top bracing comprises stiff con-
nections between the engine and the hull.
As a detailed calculation of this system is normally
not available, MAN Diesel recommends that top The top bracing stiffener consists of a double
bracing is installed between the engine’s upper bar tightened with friction shims at each end of
platform brackets and the casing side. the mounting positions. The friction shims al-
low the top bracing stiffener to move in case of
However, the top bracing is not needed in all displacements caused by thermal expansion of
cases. In some cases the vibration level is lower if the engine or different loading conditions of the
the top bracing is not installed. This has normally vessel. Furthermore, the tightening is made with a
to be checked by measurements, i.e. with and well-defined force on the friction shims, using disc
without top bracing. springs, to prevent overloading of the system in
case of an excessive vibration level.
If a vibration measurement in the first vessel of a
series shows that the vibration level is acceptable
without the top bracing, we have no objection to
the top bracing being removed and the rest of
the series produced without top bracing. It is our
experience that especially the 7-cylinder engine
will often have a lower vibration level without top
bracing.
The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel instruc- top bracing is delivered in a low-pressure version
tions. (26 bar) or a high-pressure version (40 bar).
A
The top bracing unit is designed to allow dis-
A placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
AA
Oil Accumulator
Cylinder Unit
Hydraulic top bracing
280
320
accumulator mounted directly on the cylinder unit. Hull side Engine side
250
1660 (P)
350
0
350
2450
3150
3850
178 55 61-0.0
Installation of ECS in the Engine Control Room The EICU functions as an interface unit to ECR
related systems such as AMS (Alarm and Monitor-
The following items are to be installed in the ECR ing System), RCS (Remote Control System) and
(Engine Control Room): Safety System. On ME-B engines the EICU also
controls the HPS.
• 2 pcs EICU (Engine Interface Control Unit)
(1 pcs only for ME-B engines) The MOP is the operator’s interface to the ECS.
• 1 pcs MOP (Main Operating Panel) From there the operator can control and see sta-
Touch display, 15” tus of the engine and the ECS. The MOP is a PC
PC unit with a flat touch screen.
• 1 pcs Track ball for MOP
• 1 pcs PMI system The Backup MOP consists of a PC unit with
Display, 19” keyboard and display and serves as a backup in
PC unit case the MOP should break down.
• 1 pcs Backup MOP
Display, 15” The PMI offline system is equipped with a stand-
PC unit ard PC. The PMI system serves as a pressure
Keyboard analyse system. See Section 18.02.
• 1 pcs Printer
• 1 pcs Ethernet Hub Optional items to be mounted in the ECR include
the CoCoSEDS which can be purchased sepa-
rately and applied on the PC for the PMI offline
system. See Section 18.03.
ECS Network A
ECS Network B
MOP A MOP B
PMI/CoCoS PC HUB
Serial AMS #
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System
412 104.5
345
11.4
40
Track ball
110
115
30
60 17
178 57 48-1.0
Fig. 5.16.02 MOP and track ball for the ME/ME-B Engine Control System
500
400 210
MOP PC unit
Note 2
Note 3
381
478 528
457.8
420
Note:
2 Clearance for air cooling 50mm
250
178 50 147.1
Fig. 5.16.03 The EICU cabinet and MOP PC unit for the ME/ME-B Engine Control System
19” Display
343 413
404.72
205 238
PC unit
458 442
211
Printer
537 450
144
178 57 49-3.0
Fig. 5.16.04 PMI/CoCoS PC unit, display and printer for the ME/ME-B Engine Control System
Scope and field of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm². The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efficient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.
Design description
Cable
connected
to the hull
Brush holder
arrangement
Monitoring
equipment
with mVmeter Cable
connected
to the hull
Slip ring
for monitoring
equipment Brush holder
arrangement
079 21 82-1.3.1.0
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator
MAN Diesel’s Alpha Controllable Pitch Propeller and Alphatronic Propulsion Control
MAN Diesel’s Alpha Controllable Pitch propeller VBS type CP propeller designation and range
On MAN Diesel’s Alpha VBS type Controllable The VBS type CP propellers are designated ac-
Pitch (CP) propeller, the hydraulic servo motor cording to the diameter of their hubs, i.e. ‘VBS2240’
setting the pitch is built into the propeller hub. A indicates a propeller hub diameter of 2,240 mm.
range of different hub sizes is available to select
an optimum hub for any given combination of The standard VBS type CP propeller programme,
power, revolutions and ice class. its diameters and the engine power range covered
is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze.
Stainless steel is available as an option. The pro- The servo oil system controlling the setting of the
pellers are based on ‘no ice class’ but are avail- propeller blade pitch is shown in Fig.5.18.05.
able up to the highest ice classes.
V B S19 4
8,000 0
V B S18
00
7,000 V B S16
80
V B S15
60
V B S14
6,000 60
V B S13
80
V B S1
28 0
5,000 V B S1
180
V B S1
080
4,000 VBS
980
VBS
860
3,000 VBS
74 0
VBS
640
2,000
1,000
0
0 5 10 15 20 25 30 35 40
Engine Power (1,000 kW)
178 22 239.1
Fig. 5.18.01: VBS type Controllable Pitch (CP) propeller diameter (mm)
Identification:_ _______________________________
S W I
178 22 360.0
Type of vessel:_______________________________
For propeller design purposes please provide us
with the following information:
6. Classification Society:___________
Ice class notation:_ _____________
Main Dimensions
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller clearance
Dismant-
High skew Nonskew Baseline
ling
Hub propeller propeller clearance
of cap
Y mm Y mm Z mm
X mm
VBS 1280 390
VBS 1380 420
VBS 1460 450
VBS 1560 480
1520% 2025% Min.
VBS 1680 515
of D of D 50100
VBS 1800 555
VBS 1940 590
VBS 2080 635
Fig. 5.18.04: Propeller clearance VBS 2240 680
178 48 589.0
The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Diesel’s Alpha VBS type CP propeller is ated. Hereby high pressure oil is fed to one or the
shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling flange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.
Oil tank
forward
seal
Stern
tube oil Pitch
tank order
PI
PAL
TI
PI PAH PAL
TAH
Servo
piston
Pitch
feedback
Hydraulic
Lip ring seals pipe
M M
Propeller shaft
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Diesel’s Alpha VBS type CP propeller
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel’s Alpha CP propeller shown in Fig. valve.
5.18.06, consists of an oil tank with all other com-
ponents top mounted to facilitate installation at The return oil is led back to the tank via a thermo-
yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction filter and deliver high pres- ing to the Classification Society’s requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Diesel’s Alpha CP propeller, the servo oil tank unit
MAN Diesel’s Alphatronic 2000 Propulsion Control • Thrust control with optimization of propeller
System (PCS) is designed for control of propul pitch and shaft speed. Selection of combina
sion plants based on diesel engines with CP pro tor, constant speed or separate thrust mode is
pellers. The plant could for instance include tunnel possible. The rates of changes are controlled to
gear with PTO/PTI, PTO gear, multiple engines on ensure smooth manoeuvres and avoidance of
one gearbox as well as multiple propeller plants. propeller cavitation.
As shown in Fig. 5.18.07, the propulsion control • A Load control function protects the engine
system comprises a computer controlled system against overload. The load control function con
with interconnections between control stations via tains a scavenge air smoke limiter, a load pro
a redundant bus and a hard wired backup control gramme for avoidance of high thermal stresses
system for direct pitch control at constant shaft in the engine, an automatic load reduction and
speed. an engineer controlled limitation of maximum
load.
The computer controlled system contains func
tions for: • Functions for transfer of responsibility be
tween the local control stand, engine control
• Machinery control of engine start/stop, engine room and control locations on the bridge are
load limits and possible gear clutches. incorporated in the system.
Duplicated Network
Handles
Bridge interface
STOP
STOP
Remote/Local Control
START
Propeller Pitch
STOP
178 22 406.1
For remote control, a minimum of one control sta • Propeller monitoring panel with backup in
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod • Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
• Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis
play with information of condition of operation
and status of system parameters.
288 144
PROPELLER PROPELLER
RPM PITCH
288
BACK UP
IN TAKE
CONTROL
CONTROL CONTROL
ON/OFF
178 22 418.1
Renk KAZ Clutch for auxilliary propulsion sys- Further information about Alpha CP propeller
tems
For further information about MAN Diesel’s Alpha
The Renk KAZ Clutch is a shaftline declutching Controllable Pitch (CP) propeller and the Alpha
device for auxilliary propulsion systems which tronic 2000 Remote Control System, please refer
meets the class notations for redundant propul to our publications:
sion.
CP Propeller – Product Information
The Renk KAZ clutch facilitates reliable and
simple ‘take home’ and ‘take away’ functions in Alphatronic 2000 PCS Propulsion Control System
twostroke engine plants. It is described in Sec
tion 4.04. The publications are available at
www.mandiesel.com under
‘Quicklinks’ → ‘Technical Papers’
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN Diesel
MAN B&W 6.01
Page 1 of 1
Updated engine and capacities data is available nominally rated MCR point, the list of capacities
from the CEAS program on www.mandiesel.com will be different from the nominal capacities.
under ‘Marine’ → ‘Low speed’ → ‘CEAS Engine
Room Dimensions’. Furthermore, among others, the exhaust gas data
depends on the ambient temperature conditions.
This chapter describes the necessary auxiliary ma-
chinery capacities to be used for a nominally rated Based on examples for a derated engine, the way
engine. The capacities given are valid for seawater of how to calculate the derated capacities, fresh-
cooling system and central cooling water system, water production and exhaust gas amounts and
respectively. For derated engine, i.e. with a speci- temperatures will be described in details.
fied MCR and/or matching point different from the
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator pro-
duction and exhaust gas data, the below nomenclatures are used:
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to a nominally
rated engine. Complying with IMO Tier II NOx limi-
tations. Heat radiation and air consumption
The heat dissipation figures include 10% extra The radiation and convection heat losses to the
margin for overload running except for the scav- engine room is around 1% of the engine nominal
enge air cooler, which is an integrated part of the power (kW in L1).
diesel engine.
The air consumption is approximately 98.2%
of the calculated exhaust gas amount, ie.
Cooling Water Systems Mair = Mexh x 0.982.
45 C
80 C
Seawater outlet
80 C
Jaket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
Fig. 6.02.02: Diagram for central cooling water system 178 11 276.1
1 x TCR22-21
1 x A165-L34
1 x A165-L34
-
-
Pumps
Fuel oil circulation m³/h 2.3 2.3 N.A. N.A. N.A. N.A. 2.3 2.3 N.A. N.A. N.A. N.A.
Fuel oil supply m³/h 1.5 1.5 N.A. N.A. N.A. N.A. 1.5 1.5 N.A. N.A. N.A. N.A.
Jacket cooling m³/h 50.0 50.0 N.A. N.A. N.A. N.A. 50.0 50.0 N.A. N.A. N.A. N.A.
Seawater cooling * m³/h 195.0 190.0 N.A. N.A. N.A. N.A. 185.0 185.0 N.A. N.A. N.A. N.A.
Main lubrication oil * m³/h 125.0 125.0 N.A. N.A. N.A. N.A. 125.0 125.0 N.A. N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 150 150 - - - -
Central cooler
Heat diss. app. * kW - - N.A. N.A. N.A. N.A. 3,800 3,750 N.A. N.A. N.A. N.A.
Central water flow m³/h - - N.A. N.A. N.A. N.A. 150 150 N.A. N.A. N.A. N.A.
Seawater flow m³/h - - N.A. N.A. N.A. N.A. 185 185 N.A. N.A. N.A. N.A.
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 2.5 2 x 2.5 N.A. N.A. N.A. N.A. 2 x 2.5 2 x 2.5 N.A. N.A. N.A. N.A.
Compressor cap. m³ 150 150 N.A. N.A. N.A. N.A. 150 150 N.A. N.A. N.A. N.A.
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 1.5 2 x 1.5 N.A. N.A. N.A. N.A. 2 x 1.5 2 x 1.5 N.A. N.A. N.A. N.A.
Compressor cap. m³ 90 90 N.A. N.A. N.A. N.A. 90 90 N.A. N.A. N.A. N.A.
Other values
Fuel oil heater kW 60 60 N.A. N.A. N.A. N.A. 60 60 N.A. N.A. N.A. N.A.
Exh. gas temp. °C 265 265 N.A. N.A. N.A. N.A. 265 265 N.A. N.A. N.A. N.A.
Exh. gas amount kg/h 47,000 47,000 N.A. N.A. N.A. N.A. 47,000 47,000 N.A. N.A. N.A. N.A.
Air consumption kg/h 12.8 12.8 N.A. N.A. N.A. N.A. 12.8 12.8 N.A. N.A. N.A. N.A.
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01e: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
1 x MET53MA
1 x MET53MA
1 x TCA55-21
1 x TCA55-21
1 x A170-L34
1 x A170-L34
-
-
Pumps
Fuel oil circulation m³/h 2.8 2.8 2.8 N.A. N.A. N.A. 2.8 2.8 2.8 N.A. N.A. N.A.
Fuel oil supply m³/h 1.8 1.8 1.8 N.A. N.A. N.A. 1.8 1.8 1.8 N.A. N.A. N.A.
Jacket cooling m³/h 60.0 60.0 60.0 N.A. N.A. N.A. 60.0 60.0 60.0 N.A. N.A. N.A.
Seawater cooling * m³/h 230.0 230.0 230.0 N.A. N.A. N.A. 220.0 220.0 220.0 N.A. N.A. N.A.
Main lubrication oil * m³/h 140.0 140.0 145.0 N.A. N.A. N.A. 140.0 140.0 145.0 N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 175 175 175 - - -
Central cooler
Heat diss. app. * kW - - - N.A. N.A. N.A. 4,510 4,500 4,500 N.A. N.A. N.A.
Central water flow m³/h - - - N.A. N.A. N.A. 175 175 175 N.A. N.A. N.A.
Seawater flow m³/h - - - N.A. N.A. N.A. 220 220 220 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 2.5 2 x 2.5 2 x 2.5 N.A. N.A. N.A. 2 x 2.5 2 x 2.5 2 x 2.5 N.A. N.A. N.A.
Compressor cap. m³ 150 150 150 N.A. N.A. N.A. 150 150 150 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 1.5 2 x 1.5 2 x 1.5 N.A. N.A. N.A. 2 x 1.5 2 x 1.5 2 x 1.5 N.A. N.A. N.A.
Compressor cap. m³ 90 90 90 N.A. N.A. N.A. 90 90 90 N.A. N.A. N.A.
Other values
Fuel oil heater kW 73 73 73 N.A. N.A. N.A. 73 73 73 N.A. N.A. N.A.
Exh. gas temp. °C 265 265 265 N.A. N.A. N.A. 265 265 265 N.A. N.A. N.A.
Exh. gas amount kg/h 56,400 56,400 56,400 N.A. N.A. N.A. 56,400 56,400 56,400 N.A. N.A. N.A.
Air consumption kg/h 15.3 15.3 15.3 N.A. N.A. N.A. 15.3 15.3 15.3 N.A. N.A. N.A.
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01f: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
1 x MET53MA
1 x MET53MA
1 x TCA55-21
1 x TCA55-21
1 x A170-L35
1 x A170-L35
-
-
Pumps
Fuel oil circulation m³/h 3.3 3.3 3.3 N.A. N.A. N.A. 3.3 3.3 3.3 N.A. N.A. N.A.
Fuel oil supply m³/h 2.0 2.0 2.0 N.A. N.A. N.A. 2.0 2.0 2.0 N.A. N.A. N.A.
Jacket cooling m³/h 70.0 70.0 70.0 N.A. N.A. N.A. 70.0 70.0 70.0 N.A. N.A. N.A.
Seawater cooling * m³/h 270.0 270.0 270.0 N.A. N.A. N.A. 260.0 260.0 260.0 N.A. N.A. N.A.
Main lubrication oil * m³/h 165.0 165.0 165.0 N.A. N.A. N.A. 165.0 165.0 165.0 N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 205 205 205 - - -
Central cooler
Heat diss. app. * kW - - - N.A. N.A. N.A. 5,250 5,240 5,240 N.A. N.A. N.A.
Central water flow m³/h - - - N.A. N.A. N.A. 205 205 205 N.A. N.A. N.A.
Seawater flow m³/h - - - N.A. N.A. N.A. 260 260 260 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 2.5 2 x 2.5 2 x 2.5 N.A. N.A. N.A. 2 x 2.5 2 x 2.5 2 x 2.5 N.A. N.A. N.A.
Compressor cap. m³ 150 150 150 N.A. N.A. N.A. 150 150 150 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 1.5 2 x 1.5 2 x 1.5 N.A. N.A. N.A. 2 x 1.5 2 x 1.5 2 x 1.5 N.A. N.A. N.A.
Compressor cap. m³ 90 90 90 N.A. N.A. N.A. 90 90 90 N.A. N.A. N.A.
Other values
Fuel oil heater kW 87 87 87 N.A. N.A. N.A. 87 87 87 N.A. N.A. N.A.
Exh. gas temp. °C 265 265 265 N.A. N.A. N.A. 265 265 265 N.A. N.A. N.A.
Exh. gas amount kg/h 65,800 65,800 65,800 N.A. N.A. N.A. 65,800 65,800 65,800 N.A. N.A. N.A.
Air consumption kg/h 17.9 17.9 17.9 N.A. N.A. N.A. 17.9 17.9 17.9 N.A. N.A. N.A.
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01g: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
1 x MET53MA
1 x MET53MA
1 x TCA66-21
1 x TCA66-21
1 x A175-L32
1 x A175-L32
-
-
Pumps
Fuel oil circulation m³/h 3.7 3.7 3.7 N.A. N.A. N.A. 3.7 3.7 3.7 N.A. N.A. N.A.
Fuel oil supply m³/h 2.3 2.3 2.3 N.A. N.A. N.A. 2.3 2.3 2.3 N.A. N.A. N.A.
Jacket cooling m³/h 80.0 80.0 80.0 N.A. N.A. N.A. 80.0 80.0 80.0 N.A. N.A. N.A.
Seawater cooling * m³/h 305.0 305.0 305.0 N.A. N.A. N.A. 295.0 295.0 295.0 N.A. N.A. N.A.
Main lubrication oil * m³/h 180.0 180.0 180.0 N.A. N.A. N.A. 180.0 180.0 180.0 N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 235 235 235 - - -
Central cooler
Heat diss. app. * kW - - - N.A. N.A. N.A. 5,990 5,990 5,960 N.A. N.A. N.A.
Central water flow m³/h - - - N.A. N.A. N.A. 235 235 235 N.A. N.A. N.A.
Seawater flow m³/h - - - N.A. N.A. N.A. 295 295 295 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 2.5 2 x 2.5 2 x 2.5 N.A. N.A. N.A. 2 x 2.5 2 x 2.5 2 x 2.5 N.A. N.A. N.A.
Compressor cap. m³ 150 150 150 N.A. N.A. N.A. 150 150 150 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 1.5 2 x 1.5 2 x 1.5 N.A. N.A. N.A. 2 x 1.5 2 x 1.5 2 x 1.5 N.A. N.A. N.A.
Compressor cap. m³ 90 90 90 N.A. N.A. N.A. 90 90 90 N.A. N.A. N.A.
Other values
Fuel oil heater kW 97 97 97 N.A. N.A. N.A. 97 97 97 N.A. N.A. N.A.
Exh. gas temp. °C 265 265 265 N.A. N.A. N.A. 265 265 265 N.A. N.A. N.A.
Exh. gas amount kg/h 75,200 75,200 75,200 N.A. N.A. N.A. 75,200 75,200 75,200 N.A. N.A. N.A.
Air consumption kg/h 20.4 20.4 20.4 N.A. N.A. N.A. 20.4 20.4 20.4 N.A. N.A. N.A.
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01h: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
94% O=M
For the specified MCR (M) the following three L3 90%
90%
diagrams in Figs. 6.04.01, 6.04.02 and 6.04.03
86%
show reduction factors for the corresponding heat O 80%
L2
dissipations for the coolers, relative to the values 82%
90%
Qjw% = e(– 0.0811 x ln (nM%) + 0.8072 x ln (PM%) + 1.2614)
M
90%
L3 80% Fig. 6.04.02: Jacket water cooler, heat dissipation Qjw%
in point M, in % of the L1 value Qjw, L1
Qair% 70%
80%
Specified MCR
L2 power, % of L1 PM%
65% 110%
70%
L4 L1
98% 100%
96%
94%
92% M
60% 90% 90%
80% 85% 90% 95% 100% 105% 110% nM%
L3 88%
Specified MCR engine speed, % of L1 Qlub%
80%
178 53 753.0 L2
Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) – 0.83 x kO
70%
L4
kO = 1 + 0.27 x (1 – PO/PM)
60%
Fig. 6.04.01: Scavenge air cooler, heat dissipation Qair% 80% 85% 90% 95% 100% 105% nM%
in point M, in % of the L1 value Qair, L1 and valid for PO = PM. Specified MCR engine speed, % of L1
The derated cooler capacities may then be found order to avoid too low a water velocity in the scav-
by means of following equations: enge air cooler pipes.
Qair, M = Qair, L1 x (Qair% / 100)
As the jacket water cooler is connected in series
Qjw, M = Qjw, L1 x (Qjw% / 100)
with the lube oil cooler, the seawater flow capac-
Qlub, M = Qlub, L1 x (Qlub% / 100) ity for the latter is used also for the jacket water
and for a central cooling water system the central cooler.
cooler heat dissipation is:
Qcent,M = Qair,M + Qjw,M + Qlub,M
Central cooling water system
The jacket cooling water pump capacity is rela- Irrespective of the capacities selected as per the
tively low. Practically no saving is possible, and it above guidelines, the belowmentioned pump
is therefore unchanged. heads at the mentioned maximum working tem-
peratures for each system shall be kept:
The derated seawater pump capacity is equal to Fuel oil supply pump 4 100
the sum of the below found derated seawater flow Fuel oil circulating pump 6 150
capacities through the scavenge air and lube oil Lubricating oil pump 4.0 70
coolers, as these are connected in parallel. Seawater pump 2.5 50
Central cooling water pump 2.5 80
The seawater flow capacity for each of the scav-
Jacket water pump 3.0 100
enge air, lube oil and jacket water coolers can
be reduced proportionally to the reduced heat
dissipations found in Figs. 6.04.01, 6.04.02 and Flow velocities
6.04.03, respectively i.e. as follows:
Vsw,air,M = Vsw,air,L1 x (Qair% / 100) For external pipe connections, we prescribe the
following maximum velocities:
Vsw,lub,M = Vsw,lub.L1 x Qlub% / 100)
Vsw,jw,M = Vsw,lub,M Marine diesel oil .......................................... 1.0 m/s
Heavy fuel oil . ............................................. 0.6 m/s
However, regarding the scavenge air cooler(s), Lubricating oil . ............................................ 1.8 m/s
the engine maker has to approve this reduction in Cooling water .............................................. 3.0 m/s
Pump and cooler capacities for a derated 6S40ME-B9-TII with conventionel MAN Diesel turbocharger
type TCA, fixed pitch propeller and central cooling water system.
Nominal MCR, (L1) PL1: 6,810 kW (100.0%) and 146.0 r/min (100.0%)
Specified MCR, (M) PM: 5,789 kW (85.0%) and 131.4 r/min (90.0%)
Matching point, (O) PO: 5,789 kW (85.0%) and 131.4 r/min (90.0%), PO = 100.0% of PM
The method of calculating the reduced capaci- Total cooling water flow through scavenge air
ties for point M (nM% = 90.0% and PM% = 85.0%) is coolers
shown below. Vcw,air,M = Vcw,air,L1 x Qair% / 100
The values valid for the nominal rated engine are Vcw,air,M = 96 x 0.831 = 80 m3/h
found in the ‘List of Capacities’, Figs. 6.03.01 and
6.03.02, and are listed together with the result in Cooling water flow through lubricating oil cooler
the figure on the next page. Vcw,lub,M = Vcw,lub,L1x Qlub% / 100
Heat dissipation of lube oil cooler Seawater pump for central cooler
Fig. 6.04.03 indicates a Qlub% = 91.7% heat dissi- As the seawater pump capacity and the central
pation; i.e.: cooler heat dissipation for the nominal rated en-
Qlub,M = Qlub, L1 x Qlub% / 100 gine found in the ‘List of Capacities’ are 220 m3/h
and 4,510 kW the derated seawater pump flow
Qlub,M = 620 x 0.917 = 568 kW equals:
Qcent,M = 2,335 + 956 + 568 = 3,859 kW = 220 x 3,859 / 4,510 = 188 m3/h
Example 1 – Capacities of derated 6S40ME-B9-TII with conventionel MAN Diesel turbocharger type TCA and
central cooling water system.
Freshwater Generator
If a freshwater generator is installed and is utilis- At part load operation, lower than matching pow-
ing the heat in the jacket water cooling system, er, the actual jacket water heat dissipation will be
it should be noted that the actual available heat reduced according to the curves for fixed pitch
in the jacket cooling water system is lower than propeller (FPP) or for constant speed, controllable
indicated by the heat dissipation figures valid for pitch propeller (CPP), respectively, in Fig. 6.04.04.
nominal MCR (L1) given in the List of Capacities.
This is because the latter figures are used for With reference to the above, the heat actually
dimensioning the jacket water cooler and hence available for a derated diesel engine, and the cor-
incorporate a safety margin which can be needed responding freshwater produced by means of a
when the engine is operating under conditions freshwater generator may then be found as follows:
such as, e.g. overload. Normally, this margin is
10% at nominal MCR. 1. For engine power equal to specified MCR
point M ( equal to matching point O).
Calculation Method
For specified MCR (M) = matching power (O),
For a derated diesel engine, i.e. an engine hav- the diagram Fig. 6.04.02 is to be used, i.e.
ing a specified MCR (M) equal to matching point giving the percentage correction factor ‘Qjw%’
(O) different from L1, the relative jacket water heat and hence for matching power PO:
dissipation for point M=O may be found, as previ- Qjw%
ously described, by means of Fig. 6.04.02. Qjw,O = Qjw,L1 x ___
100
x 0.9 (0.88)
[1]
Expansion tank
Seawater
In Out Jacket cooling
water circuit
Produced
freshwater
Evaporator B K
A
Brine out
Deaerating tank
Jacket water Jacket water pumps
cooler
Main engine
Cooling
water
178 23 700.0
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery flow diagram
Jacket Cooling Water Temperature Control If necessary, all the actually available jacket cool-
ing water heat may be used provided that a spe-
When using a normal freshwater generator of the cial temperature control system ensures that the
singleeffect vacuum evaporator type, the fresh- jacket cooling water temperature at the outlet from
water production - based on the available jacket the engine does not fall below a certain level. Such
cooling water heat Qjw - may, for guidance, be a temperature control system may consist, e.g.,
estimated as 0.03 t/24h per 1 kW heat, i.e.: of a special bypass pipe installed in the jacket
cooling water system, see Fig. 6.04.05, or a spe-
Mfw = 0.03 x Qjw t/24h 15%/0% [3] cial builtin temperature control in the freshwater
generator, e.g., an automatic start/stop function, or
where similar.
Mfw is the freshwater production in tons per 24 If such a special temperature control is not ap-
hours plied, we recommend limiting the heat utilised to
maximum 50% of the heat actually available at
and specified MCR, and only using the freshwater gen-
erator at engine loads above 50%. Considering the
Qjw is to be stated in kW cooler margin of 10% and the minus tolerance of
15%, this heat corresponds to 50 x(1.000.15)x0.9
= 38% of the jacket water cooler capacity Qjw,M
used for dimensioning of the jacket water cooler.
Freshwater production from a derated 6S40ME-B9-TII with conventionel MAN Diesel turbocharger type
TCR and fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater production
from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Nominal MCR, (L1) PL1: 6,810 kW (100.0%) and 146.0 r/min (100.0%)
Specified MCR, (M) PM: 5,789 kW (85.0%) and 131.4 r/min (90.0%)
Matching point, (O) PO: 5,789 kW (85.0%) and 131.4 r/min (90.0%), PO = 100.0% of PM
Service rating, (S) PS: 4,631 kW and 122.0 r/min, PS = 80.0% of PM and PS = 80.0% of PO
The expected available jacket cooling water heat For the service point the corresponding expected
at service rating is found as follows: obtainable freshwater production from a freshwa-
ter generator of the single effect vacuum evapora-
Qjw,L1 = 1,080 kW from List of Capacities tor type is then found from equation [3]:
Qjw% = 88.5% using 85.0% power and 90.0%
speed for O in Fig. 6.04.02 Mfw = 0.03 x Qjw = 0.03 x 717 = 21.5 t/24h
15%/0%
By means of equation [1], and using factor 0.88 for
actual ambient condition the heat dissipation in
the matching point (O) is found:
Qjw%
Qjw,O = Qjw,L1 x ___
100
x 0.88
= 1,080 x ___
88.5
100
x 0.88 = 841 kW
The exhaust gas data to be expected in practice b) The ambient conditions, and exhaust gas
depends, primarily, on the following three factors: backpressure:
a) The specified MCR point of the engine (point M): Tair : actual ambient air temperature, in °C
pbar : actual barometric pressure, in mbar
PM : power in kW at SMCR point TCW : actual scavenge air coolant temperature,
nM : speed in r/min at SMCR point in °C
∆pM : exhaust gas backpressure in mm WC at
and to a certain degree on the matching point O specified MCR
with the percentage power PO% = % of SMCR
power: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or control-
PO% = (PO/PM) x 100% lable pitch propeller (constant engine speed):
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5].
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
backpressure and specified/matched in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperature after turbocharger in °C at nominal MCR (L1)
Fig. 6.04.06: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and
factors are described in the following: temperature are found by using as input in dia-
grams the corresponding percentage values (of
a) Correction for choice of specified MCR point L1) for specified MCR power PM% and speed nM%:
PM% = PM/PL1 x 100%
When choosing a specified MCR point ‘M’ other nM% = nM/nL1 x 100%
than the nominal MCR point ‘L1’, the resulting
50% 50%
70% 75% 80% 85% 90% 95% 100% 105% 110% n M% 70% 75% 80% 85% 90% 95% 100% 105% 110% n M%
Fig. 6.04.07: Change of specific exhaust gas amount, Fig. 6.04.08: Change of exhaust gas temperature, ∆TM
∆mM% in % of L1 value and independent of PO in point M, in °C after turbocharger relative to L1 value
and valid for PO = PM
∆mM% : change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR backpressure
(L1), see Fig. 6.04.07.
For ambient conditions other than ISO
∆TM : change in exhaust gas temperature after 3046-1:2002 (E) and ISO 15550:2002 (E), and
turbocharger relative to the L1 value, in °C, backpressure other than 300 mm WC at
see Fig. 6.04.08. (PO = PM) specified MCR point (M), the correction fac-
tors stated in the table in Fig. 6.04.09 may
∆TO : extra change in exhaust gas temperature be used as a guide, and the corresponding
when matching point O lower than 100% M: relative change in the exhaust gas data may
PO% = (PO/PM) x 100%. be found from equations [7] and [8], shown in
Fig. 6.04.10.
∆TO = 0.3 x (100 PO%) [6]
Change of Change of
exhaust gas exhaust gas
Parameter Change temperature amount
Blower inlet temperature + 10° C + 16.0° C 4.1 %
Blower inlet pressure (barometric pressure) + 10 mbar 0.1° C + 0.3 %
Charge air coolant temperature (seawater temperature) + 10° C + 1.0° C + 1.9 %
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0° C 1.1 %
Fig. 6.04.09: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
∆Mamb% = 0.41 x (Tair 25) + 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) 0.011 x (∆pM 300) % [7]
∆Tamb = 1.6 x (Tair 25) 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (∆pM 300) °C [8]
∆Tamb : change in exhaust gas temperature, in °C compared with temperatures at ISO conditions
Fig. 6.04.10: Exhaust gas correction formula for ambient conditions and exhaust gas back pressure
mS% TS °C
20 20
18 15
16
10
14
5
12 M
0
10
-5
8
-10
6
-15
4
-20
2
M
0 -25
50 60 70 80 90 100 110 PS%
2 Engine load, % specified MCR power
4
50 60 70 80 90 100 110 PS%
Engine load, % specified MCR power
∆mS%= 37 x (PS/PM)3 87 x (PS/PM)2 + 31 x (PS/PM) + 19 ∆TS = 280 x (PS/PM)2 410 x (PS/PM) + 130
Fig. 6.04.11: Change of specific exhaust gas amount, ∆ms% Fig. 6.04.12: Change of exhaust gas temperature, ∆TS in
in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
Figs. 6.04.11 and 6.04.12 may be used, as ∆ms% : change in specific exhaust gas amount,
guidance, to determine the relative changes in % of specific amount at specified MCR
in the specific exhaust gas data when running point, see Fig. 6.04.11.
at part load, compared to the values in the
specified MCR point, i.e. using as input PS% = ∆Ts : change in exhaust gas temperature, in °C,
(PS/PM) x 100%: see Fig. 6.04.12.
Expected exhaust gas data for a derated 6S40ME-B9-TII with conventionel MAN Diesel turbocharger
type TCA and fixed pitch propeller.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected exhaust gas amount and temperature at service rating, and for a given ambient reference
condition different from ISO.
The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.
Nominal MCR, (L1) PL1: 6,810 kW (100.0%) and 146.0 r/min (100.0%)
Specified MCR, (M) PM: 5,789 kW (85.0%) and 131.4 r/min (90.0%)
Matching point, (O) PO: 5,789 kW (85.0%) and 131.4 r/min (90.0%), PO = 100.0% of PM
Reference conditions
∆Tamb = 8.8 °C
By means of Figs. 6.04.07 and 6.04.08:
c) Correction for the engine load:
∆mM% = + 0.25%
∆TM = 7.2 °C Service rating = 80% of specified MCR power
By means of Figs. 6.04.11 and 6.04.12:
As the engine is matched in O lower than 100% M,
and PO% = 100.0% of PM ∆mS% = + 7.1%
Fuel
7
MAN Diesel
MAN B&W 7.01
Page 1 of 3
The system is so arranged that both diesel oil and Fuel considerations
heavy fuel oil can be used, see Fig. 7.01.01.
When the engine is stopped, the circulating
From the service tank the fuel is led to an electri- pump will continue to circulate heated heavy fuel
cally driven supply pump by means of which a through the fuel oil system on the engine, thereby
pressure of approximately 4 bar can be main- keeping the fuel pumps heated and the fuel valves
tained in the low pressure part of the fuel circulat- deaerated. This automatic circulation of preheated
ing system, thus avoiding gasification of the fuel in fuel during engine standstill is the background for
the venting box in the temperature ranges applied. our recommendation:
The venting box is connected to the service tank Constant operation on heavy fuel
via an automatic deaerating valve, which will re-
lease any gases present, but will retain liquids. In addition, if this recommendation was not fol-
lowed, there would be a latent risk of diesel oil and
From the low pressure part of the fuel system the heavy fuels of marginal quality forming incompat-
fuel oil is led to an electricallydriven circulating ible blends during fuel change over or when oper-
pump, which pumps the fuel oil through a heater ating in areas with restrictions on sulpher content
and a full flow filter situated immediately before in fuel oil due to exhaust gas emission control.
the inlet to the engine.
In special circumstances a changeover to diesel
The fuel injection is performed by the electroni- oil may become necessary – and this can be per-
cally controlled pressure booster located on the formed at any time, even when the engine is not
Hydraulic Cylinder Unit (HCU), one per cylinder, running. Such a changeover may become neces-
which also contains the actuator for the electronic sary if, for instance, the vessel is expected to be
exhaust valve activation. inactive for a prolonged period with cold engine
e.g. due to:
The Cylinder Control Units (CCU) of the Engine
Control System (described in Section 16.01) cal- • docking
culate the timing of the fuel injection and the ex- • stop for more than five days
haust valve activation. • major repairs of the fuel system, etc.
To ensure ample filling of the HCU, the capacity of The builton overflow valves, if any, at the supply
the electricallydriven circulating pump is higher pumps are to be adjusted to 5 bar, whereas the
than the amount of fuel consumed by the diesel external bypass valve is adjusted to 4 bar. The
engine. Surplus fuel oil is recirculated from the en- pipes between the tanks and the supply pumps
gine through the venting box. shall have minimum 50% larger passage area than
the pipe between the supply pump and the circu-
To ensure a constant fuel pressure to the fuel lating pump.
injection pumps during all engine loads, a spring
loaded overflow valve is inserted in the fuel oil If the fuel oil pipe ‘X’ at inlet to engine is made as
system on the engine. a straight line immediately at the end of the en-
gine, it will be necessary to mount an expansion
The fuel oil pressure measured on the engine (at joint. If the connection is made as indicated, with
fuel pump level) should be 78 bar, equivalent to a a bend immediately at the end of the engine, no
circulating pump pressure of 10 bar. expansion joint is required.
From centrifuges # )
Venting tank
Arr. of main engine fuel oil system.
(See Fig. 7.03.01)
Top of fuel oil service tank Diesel
Heavy fuel oil oil
service tank service
F tank
AF If the fuel oil pipe to engine is made as a straight line D* )
immediately before the engine, it will be necessary to
mount an expansion unit. If the connection is made
BD X as indicated, with a bend immediately before the
engine, no expansion unit is required.
To drain tank D* )
TE 8005 PT 8002
32 mm Nominal bore
PI PI TI TI Overflow valve
To storage/settling tank Adjusted to 4 bar
b)
Fuel oil
drain tank a) d* )
Heater Circulating pumps Supply pumps
VT 8004
078 70 06-1.1.0a
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150°C
b) Tracing drain lines: By jacket cooling water
Drain of clean fuel oil from HCU, pumps, pipes Heating of fuel drain pipes
The HCU Fuel Oil Pressure Booster has a leakage Owing to the relatively high viscosity of the heavy
drain of clean fuel oil from the umbrella sealing fuel oil, it is recommended that the drain pipes
through ‘AF’ to the fuel oil drain tank. and the fuel oil drain tank are heated to min. 50 °C,
but max. 100 °C.
The flow rate in litres is approximately as listed in
Table 7.01.01. The drain pipes between engine and tanks can
be heated by the jacket water, as shown in Fig.
7.01.01 ‘Fuel pipe heating’ as flange ‘BD’.
Flow rate,
Engine litres/cyl. h.
S50ME-C, S50/46/40/35ME-B 0.60 Fuel oil flow velocity and viscosity
Fuel Oils
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specification
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specification have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 °C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 °F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:1996 and ISO 8217:2005, British
Standard 6843 and to CIMAC recommendations Guiding specification (maximum values)
regarding requirements for heavy fuel for diesel
engines, fourth edition 2003, in which the maxi-
Density at 15 °C kg/m3 < 1.010*
mum acceptable grades are RMH 700 and RMK Kinematic viscosity
700. The abovementioned ISO and BS standards at 100 °C cSt < 55
supersede BSMA 100 in which the limit was M9.
at 50 °C cSt < 700
The data in the above HFO standards and speci- Flash point °C > 60
fications refer to fuel as delivered to the ship, i.e. Pour point °C < 30
before on-board cleaning. Carbon residue % (m/m) < 22
Ash % (m/m) < 0.15
In order to ensure effective and sufficient cleaning
of the HFO, i.e. removal of water and solid con- Total sediment potential % (m/m) < 0.10
taminants, the fuel oil specific gravity at 15 °C (60 Water % (v/v) < 0.5
°F) should be below 0.991, unless modern types Sulphur % (m/m) < 4.5
of centrifuges with adequate cleaning abilities are
Vanadium mg/kg < 600
used.
Aluminum + Silicon mg/kg < 80
Higher densities can be allowed if special treat- Equal to ISO 8217:2005 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed
Current analysis information is not sufficient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above figures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specific gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difficulties. possible fuel oil system changes.
Fore Aft
Cyl. 1
LS 8006 AH
Leakage alarm
Leakage, Fuel oil outlet
high press. (umbrella)
pipes
Counterpressure valve
Mixed oil drain
Pressure booster
Baseplate
Baseplate
F AE drain alarm
Fuel oil inlet
TI 8005
To sludge tank
AF AE
TE 8005 I
Clean HFO return
to HFO service tank
PI 8001
or settling tank To sludge tank
PT 8001 I AL
508 28 99-5.2.0
Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The flanges and valves are to be insulated by
fied and approved by the respective classification means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, flanges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 °C at a room temperature of maximum 38 Fuel oil pipes................................................. 20 mm
°C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together..... 30 mm
approval for the specific purpose, reference is
made to the respective classification society. The pads are to be fitted so that they lap over the
pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
Fuel oil pipes not be fitted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting
!ç!
&UELæOILæINLET
(EATINGæPIPE
% &UELæOILæOUTLET
3EENæFROMæCYLæSIDE
(EATINGæPIPE
#YLæ &ORE
!$
!&
"$
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine 178 50 65 0.2
20
30
s
es
40
kn
ic
50
th
n
60
tio
su 70 0
la
In 8 0
9 0
10 0
12
0
16
0
20
The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 ºC.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
Fore Aft
L
Fuel valves Cooling water outlet
Counterpressure valve
Leakage alarm
Leakage, high Fuel oil outlet (umbrella)
press. pipes Baseplate
BX
Fuel oil return pipe
X
F
AE
FX AF AE Fuel oil inlet
BD
In order to fulfil IMO regulations, fuel oil and lubri- To avoid leaks, the spray shields are to be in-
cating oil pipe assemblies are to be enclosed by stalled after pressure testing of the pipe system.
spray shields as shown in Fig. 7.04.04a and b.
Overlap
The tape is to be wrapped in accordance with Plate 0,5 mm. thickness The width is to cover
the makers instruction for class approval head of bolts and nuts
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
• Specific gravities > 0.991 and (corresponding to This is to be of the screw or gear wheel type.
CIMAC Kgrades).
Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
For the latter specific gravities, the manufacturers Fuel oil viscosity maximum........................1000 cSt
have developed special types of centrifuges, e.g.: Pump head.......................................................4 bar
Fuel oil flow......................... see ‘List of Capacities’
Alfa Laval.........................................................Alcap Delivery pressure.............................................4 bar
Westfalia........................................................ Unitrol Working temperature.................................... 100 °C
Mitsubishi............................................... EHidens II Minimum temperature..................................... 50 °C
The centrifuge should be able to treat approxi- The capacity stated in ‘List of Capacities’ is to be ful-
mately the following quantity of oil: filled with a tolerance of: ÷0% to +15% and shall also
be able to cover the backflushing, see ‘Fuel oil filter’.
0.23 litres/kWh
• Water content in fuel oil This is to be of the screw or gear wheel type.
• Possible sludge, ash and other impurities in the
fuel oil Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
• Increased fuel oil consumption, in connection Fuel oil viscosity normal.................................20 cSt
with other conditions than ISO standard condi- Fuel oil viscosity maximum........................1000 cSt
tion Fuel oil flow......................... see ‘List of Capacities’
• Purifier service for cleaning and maintenance. Pump head.......................................................6 bar
Delivery pressure........................................... 10 bar
The size of the centrifuge has to be chosen ac- Working temperature.................................... 150 °C
cording to the supplier’s table valid for the select-
ed viscosity of the Heavy Fuel Oil. Normally, two The capacity stated in ‘List of Capacities’ is to be ful-
centrifuges are installed for Heavy Fuel Oil (HFO), filled with a tolerance of: ÷0% to +15% and shall also
each with adequate capacity to comply with the be able to cover the backflushing, see ‘Fuel oil filter’.
above recommendation.
Pump head is based on a total pressure drop in
A centrifuge for Marine Diesel Oil (MDO) is not a filter and preheater of maximum 1.5 bar.
must. However, MAN Diesel recommends that at
least one of the HFO purifiers can also treat MDO.
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified.... up to 700 cSt at 50°C
changer type. Fuel oil flow..................................... see capacity of
fuel oil circulating pump
The required heating temperature for different oil Heat dissipation.................. see ‘List of Capacities’
viscosities will appear from the ‘Fuel oil heating Pressure drop on fuel oil side.........maximum 1 bar
chart’, Fig. 7.05.01. The chart is based on informa- Working pressure........................................... 10 bar
tion from oil suppliers regarding typical marine Fuel oil inlet temperature..................approx. 100 °C
fuels with viscosity index 7080. Fuel oil outlet temperature............................ 150 °C
Steam supply, saturated...........................7 bar abs
Since the viscosity after the heater is the control-
led parameter, the heating temperature may vary, To maintain a correct and constant viscosity of
depending on the viscosity and viscosity index of the fuel oil at the inlet to the main engine, the
the fuel. steam supply shall be automatically controlled,
usually based on a pneumatic or an electrically
Recommended viscosity meter setting is 1015 cSt. controlled system.
Approximate viscosity
after heater
C
7 43
170
Normal heating limit 10 52
160
12 59
150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approximate pumping limit
50
40
30
10 15 25 35 45 55 cST/100˚C
30 60 100 180 380 600 cST/50˚C
200 400 800 1500 3500 6000 sec.Rw/100˚ F
178 06 280.1
The filter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic filter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass filter. maximum flow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double filter (duplex) is installed, it should
have sufficient capacity to allow the specified full 6ENTæPIPE
NOMINALæ$
amount of oil to flow through each side of the filter
at a given working temperature with a max. 0.3
bar pressure drop across the filter (clean filter). #ONE
(
If a filter with backflushing arrangement is
installed, the following should be noted. The re-
quired oil flow specified in the ‘List of capacities’,
i.e. the delivery rate of the fuel oil supply pump and
the fuel oil circulating pump, should be increased
by the amount of oil used for the backflushing, so 4OPæOFæFUELæOILæ
SERVICEæTANK
that the fuel oil pressure at the inlet to the main en-
(
(
filter is installed, it should be noted that in order
to activate the cleaning process, certain makers of
filters require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There- 0IPE
NOMINALæ$
fore, the pump capacity should be adequate for
this purpose, too.
(
The fuel oil filter should be based on heavy fuel oil /UTLETæPIPE
NOMINALæ$
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec
178 38 393.3
Redwood I/100 °F.
Flow m3/h Dimensions in mm
Fuel oil flow.......................... see ‘List of capacities’ Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Working pressure........................................... 10 bar 1.3 150 32 15 100 600 171.3 1,000 550
Test pressure....................... according to class rule 2.1 150 40 15 100 600 171.3 1,000 550
Absolute fineness........................................... 50 µm 5.0 200 65 15 100 600 171.3 1,000 550
Working temperature................... maximum 150 °C 8.4 400 80 15 150 1,200 333.5 1,800 1,100
Oil viscosity at working temperature.............15 cSt 11.5 400 90 15 150 1,200 333.5 1,800 1,100
Pressure drop at clean filter.........maximum 0.3 bar 19.5 400 125 15 150 1,200 333.5 1,800 1,100
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Filter to be cleaned at a pressure
43.0 500 200 15 150 1,500 402.4 2,150 1,350
drop of . .......................................maximum 0.5 bar
* The maximum flow of the fuel oil circulation pump
The filter housing shall be fitted with a steam jack- Before starting the engine for the first time, the
et for heat tracing. system on board has to be flushed in accordance
with MAN Diesel’s recommendations ‘Flushing of
Fuel Oil System’ which is available on request.
The emulsification of water into the fuel oil reduc- Safety system
es the NOx emission with about 1% per 1% water
added to the fuel up to about 20% without modifi- In case the pressure in the fuel oil line drops, the
cation of the engine fuel injection equipment. water homogenised into the Water In Fuel emul-
sion will evaporate, damaging the emulsion and
A Water In Fuel emulsion (WIF) mixed for this pur- creating supply problems. This situation is avoid-
pose and based on Heavy Fuel Oil (HFO) is stable ed by installing a third, air driven supply pump,
for a long time, whereas a WIF based on Marine which keeps the pressure as long as air is left in
Diesel Oil is only stable for a short period of time the tank ‘S’, see Fig. 7.06.01.
unless an emulsifying agent is applied.
Before the tank ‘S’ is empty, an alarm is given and
As both the MAN B&W twostroke main engine the drain valve is opened, which will drain off the
and the MAN Diesel GenSets are designed to run WIF and replace it with HFO or diesel oil from the
on emulsified HFO, it can be used for a common service tank.
system.
The drain system is kept at atmospheric pressure,
It is supposed below, that both the main engine so the water will evaporate when the hot emulsion
and GenSets are running on the same fuel, either enters the safety tank. The safety tank shall be
HFO or a homogenised HFO-based WIF. designed accordingly.
The higher temperature calls for a higher pressure For further information about emulsification of wa-
to prevent cavitation and steam formation in the ter into the fuel and use of Water In Fuel emulsion
system. The inlet pressure is thus set to 13 bar. (WIF), please refer to our publication titled:
In order to avoid temperature chock when mixing Exhaust Gas Emission Control Today and
water into the fuel in the homogeniser, the water Tomorrow
inlet temperature is to be set to 7090 °C.
The publication is available at: www.mandiesel.com
under ‘Quicklinks’ → ‘Technical Papers
From
centrifuges Deck
Automatic
To special deaerating Deaerating to be
safety tank valve controlled against
expansion of water
Venting box
Diesel BX F
Heavy fuel oil
oil service
service tank
tank
X
To HFO BF AD
F. O. special service or
safety tank AF BD
settling tank
Circulating Heater
Fresh water
Compressed pumps
supply
air
‘S’ Safety pump
Supply air tank air operated
A2 A2 A2
A1 A1 A1
A3 A3 A3
GenSet GenSet GenSet
Fuel oil
To HFO service sludge tank To freshwater cooling
or settling tank pump suction
a) Tracing fuel oil lines: Max. 150 °C The letters refer to the list of ‘Counterflanges’.
b) Tracing fuel oil drain lines: Max. 90 °C,
min. 50 °C for installations with jacket cooling water
198 99 018.3
Fig. 7.06.01: System for emulsification of water into the fuel common to the main engine and MAN Diesel GenSets
Lubricating Oil
8
MAN Diesel
MAN B&W 8.01
Page 1 of 1
The lubricating oil is pumped from a bottom tank has a drain arrangement so that oil condensed in
by means of the main lubricating oil pump to the the pipe can be led to a drain tank, see details in
lubricating oil cooler, a thermostatic valve and, Fig. 8.07.01.
through a fullflow filter, to the engine inlet RU, Fig.
8.01.01. Drains from the engine bedplate ‘AE’ are fitted on
both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.
RU lubricates main bearings, thrust bearing, axial
vibration damper, piston cooling, crosshead bear- For external pipe connections, we prescribe a
ings, crankpin bearings. It also supplies oil to the maximum oil velocity of 1.8 m/s.
Hydraulic Power Supply unit and to the torsional
vibration damper.
Lubrication of turbochargers
From the engine, the oil collects in the oil pan,
from where it is drained off to the bottom tank, Turbochargers with slide bearings are normally
see Fig. 8.06.01a and b ‘Lubricating oil tank, with lubricated from the main engine system. AB is
cofferdam’. By class demand, a cofferdam must outlet from the turbocharger, see Figs. 8.03.01 to
be placed underneath the lubricating oil tank. 8.03.04, which are shown with sensors for UMS.
The engine crankcase is vented through ‘AR’ by a Figs. 8.03.01 to 8.03.04 show the lube oil pipe ar-
pipe which extends directly to the deck. This pipe rangements for different turbocharger makes.
Deck
Engine
oil
To drain tank
*
Min. 15°
AR
Feeler, 45 °C Fullflow filter AB
Lube. oil
cooler Deaeration
RW S S
TI 8112 PI 8108
TE 8112 AH Y PT 8108 AL Y
Fore Aft
XS 8150 AH PS 8109 Z
RU
Crosshead bearing,
System oil outlet crankpin bearing Lubr. oil to
and piston turbocharger
Thrust bearing
Redundancy
filter Main filter RW
Backflushing oil
Automatic
bypass valve
Filter unit
PS 12042 C PS 12041 C
Electrically
M M
driven pumps
PT 1201A C PT 1201B I
Safety valve and accumulator
Hydraulic Power
Supply unit
Hydraulic oil
519 63 04-6.0.0
Fig. 8.02.01: Hydraulic Power Supply Unit and lubricating oil pipes
PI 8103
TE 8117 I AH
AB
121 14 96-6.1.0
PI 8103
PT 8103 I AL
AB
126 40 85-8.3.0
PI 8103
E
MET turbocharger
TI 8117
TE 8117 I AH
AB
126 40 87-1.2.0
0.136 litre/kWh
Circulating oil
Company SAE 30, BN 510
BP Energol OEHT 30
Castrol CDX 30
Chevron *) Veritas 800 Marine 30
ExxonMobil Mobilgard 300
Shell Melina 30 / S 30
Total Atlanta Marine D 3005
*) Includes Caltex, Chevron and Texaco
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified....75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity............ maximum 400 cSt * cooling water system.
Lubricating oil flow............... see ‘List of capacities’
Design pump head........................................4.0 bar Lubricating oil viscosity, specified....75 cSt at 50 °C
Delivery pressure..........................................4.0 bar Lubricating oil flow............... see ‘List of capacities’
Max. working temperature.............................. 70 °C Heat dissipation................... see ‘List of capacities’
Lubricating oil temperature, outlet cooler....... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side.........................4.0 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side.............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow................ see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater.......................................................... 32 °C
The flow capacity must be within a range from freshwater........................................................ 36 °C
100 to 112% of the capacity stated. Pressure drop on water side........maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water flow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 112% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to prevent lower than 10 °C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum flow Lubricating oil temperature control valve
area through the valve gives the specified lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specified.....75 cSt at 50 °C
It is recommended to install a 25 mm valve (pos. Lubricating oil flow............... see ‘List of capacities’
006), with a hose connection after the main lubri- Temperature range, inlet to engine..........40 47 °C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the flushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
Lubricating oil flow............... see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure..........................................4.0 bar stalled, the following should be noted:
Test pressure......................according to class rules
Absolute fineness..........................................40 µm* • The required oil flow, specified in the ‘List of
Working temperature.............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp............... 90 100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter.....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop........................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 25 µm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
If a double filter (duplex) is installed, it should Before starting the engine for the first time, the lu-
have sufficient capacity to allow the specified full bricating oil system on board has to be cleaned in
amount of oil to flow through each side of the filter accordance with MAN Diesel’s recommendations:
at a given working temperature with a pressure ‘Flushing of Main Lubricating Oil System’, which is
drop across the filter of maximum 0.2 bar (clean available on request.
filter).
2 3 4
178 07 416.1
Cl. cyl. 5
Cl. cyl. 2
A B
H1
A B
H2
W D1
H3
Outlet from engine 260mm
having its bottom edge below
the oil level (to obtain gas seal
between crankcase and Cofferdam
bottom tank)
125mm
air pipe 6 cyl.
*1,000
6 2
488
125mm
air pipe
H0
7 cyl.
7 5 2
1,880
Cofferdam
8 cyl.
* Based on 50 mm thickness of epoxy chocks
8 5 2 Cyl. No.
079 21 03-2.1.0
Cylinder Drain at
D0 D1 H0 H1 H2 H3 W L OL Qm3
No. cyl. No.
4 Data available on request
5 25 175 375 825 375 75 300 400 5,250 725 7.2
6 26 175 375 875 375 75 300 400 6,000 775 8.7
7 257 200 425 905 425 85 300 400 6,750 805 10.2
8 258 200 425 950 425 85 300 400 7,500 850 12.0
Crankcase venting
The engine crankcase is vented through ‘AR’
through a pipe extending directly to the deck. This
pipe has a drain arrangement that permits oil con-
densed in the pipe to be led to a drain tank, see
Fig. 8.01.01. Deck
Hole diam.: 45 mm
To be equipped with flame screen AR
if required by class rules
This pipe to be
delivered with the engine
Drain cowl
198 97 101.4d
Drains
Drains from the engine bedplate ‘AE’ are fitted on For external pipe connections, we specify a maxi-
both sides of the engine, see Fig. 8.08.01. mum oil velocity of 1.8 m/s.
From the engine the oil collects in the oil pan from
where it is drained off to the bottom tank.
AE
LS 4112 AH
Hydraulic Cylinder Unit
Oil filter AE
519 78 658.0.0
The special suction arrangement for purifier suc- This special arrangement for purifier suction will
tion in connection with the ME engine (Integrated ensure that a good cleaning effect on the lubrica-
system). tion oil is obtained.
The back-flushing oil from the self cleaning 6 µm If found profitable the back-flushed lubricating oil
hydraulic control oil filter unit built onto the engine from the main lubricating oil filter (normally a 50 or
is contaminated and it is therefore not expedient to 40 µm filter) can also be returned into the special
lead it directly into the lubricating oil sump tank. back-flushing oil drain tank.
8XØ50
oil sump tank is modified for the ME engines in
order not to have this contaminated lubricating
50
hydraulic control oil mixed up in the total amount Oil level
of lubricating oil. The lubricating oil sump tank is
designed with a small ‘back-flushing hydraulic Branch pipe to
control oil drain tank’ to which the back-flushed backflushing
hydraulic control
Sump
hydraulic control oil is led and from which the lu- oil drain tank
D
tank
bricating oil purifier can also suck. D
Backflushing
hydraulic control
D/3
This is explained in detail below and the principle D/3 oil drain tank
is shown in Fig. 8.08.01. Three suggestions for the
arrangement of the drain tank in the sump tank Lubricating Pipe ø400
oil tank bottom or 400
are shown in Fig. 8.08.02 illustrates another sug- 178 52 496.2
gestion for a back-flushing oil drain tank. Fig. 8.08.01: Backflushing servo oil drain tank
Cylinder Lubrication
9
MAN Diesel
MAN B&W 9.01
Page 1 of 1
The cost of the cylinder lubricating oil is one of the Cylinder oil feed rate (dosage)
largest contributions to total operating costs, next
to the fuel oil cost. Another aspect is that the lu- Adjustment of the cylinder oil dosage to the sul-
brication rate has a great influence on the cylinder phur content in the fuel being burnt is further ex-
condition, and thus on the overhauling schedules plained in Section 9.02.
and maintenance costs.
Cylinder oils
The MAN B&W Alpha cylinder lubrication system, Alpha Adaptive Cylinder Oil
see Figs. 9.02.02a and 9.02.02b, is designed to Control (Alpha ACC)
supply cylinder oil intermittently, e.g. every four
engine revolutions with electronically controlled It is a wellknown fact that the actual need for
timing and dosage at a defined position. cylinder oil quantity varies with the operational
conditions such as load and fuel oil quality. Con-
The cylinder lubricating oil is pumped from the sequently, in order to perform the optimal lubrica-
cylinder oil storage tank to the service tank, the tion – costeffectively as well as technically – the
size of which depends on the owner’s and the cylinder lubricating oil dosage should follow such
yard’s requirements, it is normally dimensioned operational variations accordingly.
for minimum two days’ cylinder lubricating oil
consumption. The Alpha lubricating system offers the possibility
of saving a considerable amount of cylinder lubri-
Cylinder lubricating oil is fed to the Alpha cylinder cating oil per year and, at the same time, to obtain
lubrication system by gravity from the service a safer and more predictable cylinder condition.
tank.
The storage tank and the service tank may alter- Working principle
natively be one and the same tank.
The basic feed rate control should be adjusted in
The oil fed to the injectors is pressurised by relation to the actual fuel quality and amount be-
means of the Alpha Lubricator which is placed ing burnt at any given time. The sulphur percent-
on the HCU and equipped with small multipiston age is a good indicator in relation to wear, and an
pumps. oil dosage proportional to the sulphur level will
give the best overall cylinder condition.
The oil pipes fitted on the engine is shown in Fig.
9.02.04. The following two criteria determine the control:
The whole system is controlled by the Cylinder • The cylinder oil dosage shall be proportional to
Control Unit (CCU) which controls the injection the sulphur percentage in the fuel
frequency on the basis of the enginespeed signal
given by the tacho signal and the fuel index. • The cylinder oil dosage shall be proportional to
the engine load (i.e. the amount of fuel entering
Prior to start-up, the cylinders can be prelubric the cylinders).
ated and, during the runningin period, the opera-
tor can choose to increase the lubricating oil feed The implementation of the above two criteria will
rate to a max. setting of 200%. lead to an optimal cylinder oil dosage, proportion-
al to the amount of sulphur entering the cylinders.
The MAN B&W Alpha Cylinder Lubricator is pref-
erably to be controlled in accordance with the Al-
pha ACC (Adaptive Cylinder oil Control) feed rate
system.
The recommendations are valid for all plants, Due to the sulphur dependency, the average cyl-
whether controllable pitch or fixed pitch propellers inder oil dosages rely on the sulphur distribution
are used. in worldwide fuel bunkers. Based on deliveries all
over the world, the resulting yearly specific cylin-
Safe and very lubricatingeconomical control after der oil dosage is close to 0.7 g/kWh.
running-in is obtained with a basic setting accord-
ing to the formula: Further information on cylinder oil as a function of
fuel oil sulphur content and alkalinity of lubricating
Basic lubricating oil setting = 0.26 g/kWh x S% oil is available from MAN Diesel.
178 61 184.0
Fig 9.02.01: Cylinder lubricating oil dosage with Alpha ACC at all loads (BN 70 cylinder oil) after running-in
In case of low engine room temperature, it can be The engine builder is to make the insulation and
difficult to keep the cylinder oil temperature at 45 heating on the main cylinder oil pipe on the en-
°C at the MAN B&W Alpha Lubricator, mounted on gine. Moreover, the engine builder is to mount the
the hydraulic cylinder. junction box and the thermostat on the engine.
See Fig. 9.02.03.
Therefore the cylinder oil pipe from the small tank,
see Figs. 9.02.02a and 9.02.02b, in the vessel and The ship yard is to make the insulation of the
of the main cylinder oil pipe on the engine is insu- cylinder oil pipe in the engine room. The heat-
lated and electricallly heated. ing cable supplied by the engine builder is to be
mounted from the small tank to the juntion box on
the engine. See Figs. 9.02.02a and 9.02.02b.
Deck
Insulation
Sensor
Internal connection Lubricating
Level changes both at the oil pipe
alarm same time
Min. 3,000 mm
LS 8212 AL
Heater with set
point of 45°C
TI
heater element
Min. 2,000 mm
Heating cable
100 101
engine builder
supply Alutape
Heating cable
AC
0079 33 17-1.0.0
Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different TBN cylinder oils
Cylinder Cylinder
liner * liner *
Lubricator
Lubricator
Feedback sensor Feedback sensor
Hydraulic Hydraulic
Cylinder Unit Cylinder Unit
300 bar To other
system oil Solenoid valve Solenoid valve cylinders
Cylinder
Control Unit
178 55 64-6.1
Temperature switch
AC Cylinder lubrication
Forward cyl.
Terminal box
Aft cyl.
Power input
Heating cable
ship builder
supply
Power input
Heating cable
Terminal box ship builder
Temperature supply
switch
178 53 716.1
46/40/35MEB 60/50MEB
Venting TE 8202 I AH
Drain
AC
178 55 67-1.1
4xø19
for mounting
154
To engine
connection AC
Flange ø140
4xø18 PCD 100
(EN362F0042)
425 91
260
850 268
920 410
239
178 52 758.1
10
MAN Diesel
MAN B&W 10.01
Page 1 of 1
The relatively small amount of drain oil is led to Oily waste drain tank
Drain
the general oily waste drain tank or is burnt in the tank
Central Cooling
Water System
11
MAN Diesel
MAN B&W 11.01
Page 1 of 1
The water cooling can be arranged in several con- For information on the alternative Seawater Cool-
figurations, the most common system choice be- ing System, see Chapter 12.
ing a Central cooling water system.
Advantages of the central cooling system: An arrangement common for the main engine
and MAN Diesel auxiliary engines is available on
• Only one heat exchanger cooled by seawater, request.
and thus, only one exchanger to be overhauled
For further information about common cooling
• All other heat exchangers are freshwater cooled water system for main engines and auxiliary en-
and can, therefore, be made of a less expensive gines please refer to our publication:
material
Uniconcept Auxiliary Systems for Twostroke Main
• Few noncorrosive pipes to be installed
The publication is available at www.mandiesel.com
• Reduced maintenance of coolers and compo- under ‘Quicklinks’ → ‘Technical Papers’
nents
The central cooling water system is characterised air cooler as low as possible also applies to the
by having only one heat exchanger cooled by central cooling system. This means that the tem-
seawater, and by the other coolers, including the perature control valve in the central cooling water
jacket water cooler, being cooled by central cool- circuit is to be set to minimum 10 °C, whereby the
ing water. temperature follows the outboard seawater tem-
perature when central cooling water temperature
In order to prevent too high a scavenge air tem- exceeds 10 °C.
perature, the cooling water design temperature
in the central cooling water system is normally 36 For external pipe connections, we prescribe the
°C, corresponding to a maximum seawater tem- following maximum water velocities:
perature of 32 °C.
Jacket water................................................. 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water................................... 3.0 m/s
inlet temperature to the main engine scavenge Seawater...................................................... 3.0 m/s
Expansion tank
central cooling water
PT 8421 AL
PI TI PI TI
PI TI
Cooling water
drain air cooler
Seawater
inlet
Seawater
inlet
178 52 771.1
The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type.
Seawater flow...................... see ‘List of Capacities’ Central cooling water flow.... see ‘List of Capacities’
Pump head....................................................2.5 bar Pump head....................................................2.5 bar
Test pressure......................according to class rules Delivery pressure................depends on location of
Working temperature, normal......................032 °C expansion tank
Working temperature..................... maximum 50 °C Test pressure......................according to class rules
Working temperature...................................... 80 °C
The flow capacity must be within a range from Design temperature....................................... 100 °C
100 to 110% of the capacity stated.
The flow capacity must be within a range from
The differential pressure of the pumps is to be de- 100 to 110% of the capacity stated.
termined on the basis of the total actual pressure
drop across the cooling water system. The ‘List of Capacities’ covers the main engine
only. The differential pressure provided by the
pumps is to be determined on the basis of the to-
Central cooler tal actual pressure drop across the cooling water
system.
The cooler is to be of the shell and tube or plate
heat exchanger type, made of seawater resistant
material. Central cooling water thermostatic valve
Heat dissipation...................... see ‘List of Capacities’ The low temperature cooling system is to be
Central cooling water flow...... see ‘List of Capacities’ equipped with a threeway valve, mounted as a
Central cooling water temperature, outlet.......... 36 °C mixing valve, which bypasses all or part of the
Pressure drop on central cooling side.....max. 0.2 bar fresh water around the central cooler.
Seawater flow......................... see ‘List of Capacities’
Seawater temperature, inlet.............................. 32 °C The sensor is to be located at the outlet pipe from
Pressure drop on the thermostatic valve and is set so as to keep a
seawater side................................. maximum 0.2 bar temperature level of minimum 10 °C.
Due to the central cooler the cooling water inlet See Chapter 8 ‘Lubricating Oil’.
temperature is about 4 °C higher for for this sys-
tem compared to the seawater cooling system.
The input data are therefore different for the scav- Jacket water cooler
enge air cooler, the lube oil cooler and the jacket
water cooler. The cooler is to be of the shell and tube or plate
heat exchanger type.
The heat dissipation and the central cooling water
flow figures are based on an MCR output at tropi- Heat dissipation.................. see ‘List of Capacities’
cal conditions, i.e. a maximum seawater tempera- Jacket water flow................ see ‘List of Capacities’
ture of 32 °C and an ambient air temperature of Jacket water temperature, inlet....................... 80 °C
45 °C. Pressure drop on jacket water side.....max. 0.2 bar
Central cooling water flow.... see ‘List of Capacities’
Central cooling water
Jacket water cooling pump temperature, inlet...............................approx. 42 °C
Pressure drop on Central
The pumps are to be of the centrifugal type. cooling water side.................................max. 0.2 bar
Jacket water flow................ see ‘List of Capacities’
Pump head....................................................3.0 bar The other data for the jacket cooling water system
Delivery pressure................depends on location of can be found in chapter 12.
expansion tank
Test pressure......................according to class rules For further information about a common cooling
Working temperature...................................... 80 °C water system for main engines and MAN Diesel
Design temperature....................................... 100 °C auxiliary engines, please refer to our publication:
The flow capacity must be within a range from Uniconcept Auxiliary Systems for Twostroke Main
100 to 110% of the capacity stated.
The publication is available at www.mandiesel.com
The stated of capacities cover the main engine under ‘Quicklinks’ → ‘Technical Papers’
only. The pump head of the pumps is to be de-
termined on the basis of the total actual pressure
drop across the cooling water system.
Seawater
Cooling System
12
MAN Diesel
MAN B&W 12.01
Page 1 of 1
Seawater Systems
The seawater cooling system is used for cooling, The interrelated positioning of the coolers in the
the main engine lubricating oil cooler, the jacket system serves to achieve:
water cooler and the scavenge air cooler, see Fig.
12.02.01. • The lowest possible cooling water inlet tem-
perature to the lubricating oil cooler in order to
The lubricating oil cooler for a PTO stepup gear obtain the cheapest cooler. On the other hand,
should be connected in parallel with the other in order to prevent the lubricating oil from stiff-
coolers. The capacity of the seawater pump is ening in cold services, the inlet cooling water
based on the outlet temperature of the seawater temperature should not be lower than 10 °C
being maximum 50 °C after passing through the
coolers – with an inlet temperature of maximum • The lowest possible cooling water inlet tempera-
32 °C (tropical conditions), i.e. a maximum tem- ture to the scavenge air cooler, in order to keep
perature increase of 18 °C. the fuel oil consumption as low as possible.
Lubricating
Seawater oil cooler
pumps
Thermostatic
valve P
Seawater
outlet
Scavenge
air cooler
Jacket water
cooler
Seawater
inlet
Seawater
inlet
198 98 132.5
Scavenge
air cooler
TE 8423 I
TI 8423
AS AS
P
TI 8422 PI 8421
TE 8422 I PT 8421 I AL
178 50 387.1
Fig. 12.03.01: Seawater cooling pipes for engines with one turbocharger
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater flow...................... see ‘List of Capacities’
Pump head....................................................2.5 bar Heat dissipation.................. see ‘List of Capacities’
Test pressure....................... according to class rule Seawater flow . ................... see ‘List of Capacities’
Working temperature..................... maximum 50 °C Seawater temperature,
for seawater cooling inlet, max....................... 32 °C
The flow capacity must be within a range from Pressure drop on
100 to 110% of the capacity stated. cooling water side............ between 0.1 and 0.5 bar
The cooler is to be of the shell and tube or plate The temperature control valve is a threeway valve
heat exchanger type, made of seawater resistant which can recirculate all or part of the seawater to
material. the pump’s suction side. The sensor is to be locat-
ed at the seawater inlet to the lubricating oil cooler,
Heat dissipation.................. see ‘List of Capacities’ and the temperature level must be a minimum of
Jacket water flow................ see ‘List of Capacities’ +10 °C.
Jacket water temperature, inlet....................... 80 °C
Pressure drop Seawater flow...................... see ‘List of Capacities’
on jacket water side.....................maximum 0.2 bar Temperature range,
Seawater flow...................... see ‘List of Capacities’ adjustable within..................................+5 to +32 °C
Seawater temperature, inlet ........................... 38 °C
Pressure drop on
seawater side...............................maximum 0.2 bar
The jacket cooling water system is used for cool- The venting pipe in the expansion tank should end
ing the cylinder liners, cylinder covers and ex- just below the lowest water level, and the expan-
haust valves of the main engine and heating of the sion tank must be located at least 5 m above the
fuel oil drain pipes, see Fig. 12.05.01. engine cooling water outlet pipe.
The jacket water pump) draws water from the The freshwater generator, if installed, may be con-
jacket water cooler outlet and delivers it to the nected to the seawater system if the generator
engine. does not have a separate cooling water pump.
The generator must be coupled in and out slowly
At the inlet to the jacket water cooler there is a over a period of at least 3 minutes.
thermostatically controlled regulating valve, with
a sensor at the engine cooling water outlet, which For external pipe connections, we prescribe the
keeps the main engine cooling water outlet at a following maximum water velocities:
temperature of 80 °C.
Jacket water................................................. 3.0 m/s
The engine jacket water must be carefully treated, Seawater...................................................... 3.0 m/s
maintained and monitored so as to avoid corro-
sion, corrosion fatigue, cavitation and scale for-
mation. It is recommended to install a preheater
if preheating is not available from the auxiliary
engines jacket cooling water system.
LS 8412 AL
AE AE PI
Deaerating tank, Freshwater
Jacket water
Jacket water pumps, see Fig. 12.07.01 generator
cooler
3 bar head
Main
engine
From tracing of fuel oil drain pipe *)
Water inlet for
cleaning turbocharger
Drain from bedplate/cleaning
turbocharger to waste tank Fresh cooling water drain
Jacket cooling water *) Flange BD and the tracing line are not applicable on MC/MCC engines type 42 and smaller
Sea water
Fuel oil
Cyl. 1
TI 8408
TE 8408 I AH YH
M BD
1. 2.
PDT 8403 AL
K
PI 8401 TI 8407 AH
PT 8401 I AL TE 8407 I AL
PS 8402 Z Only GL
317 18 06-3.1.0
Fig. 12.06.01: Jacket cooling water pipes for engines with MAN Diesel turbochargers, type TCA,
and ABB turbochargers, type TPL
Jacket water cooling pump The sensor is to be located at the outlet from the
main engine, and the temperature level must be
The pumps are to be of the centrifugal type. adjustable in the range of 7090 °C.
Deaerating tank
øJ
Deaerating tank dimensions
90
Tank size 0.05 m3
B
øH 5
B 125
A
E
G
C 5
D 150
D
E 300
øK
90
F 910
øI
G 250
øH 300
øI 320
øJ ND 50
øK ND 32
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
Fig. 12.07.01: Deaerating tank, option: 4 46 640 tion must end flush with the tank, so that no internal edges are
protruding.
Expansion tank
ø15
LS 8412 AL
Alarm device
Level switch
198 97 091.1
starting. 60
1.50% 1.00% 0.75%
0.50%
Normally, a minimum engine jacket water temper-
ature of 50 °C is recommended before the engine 40
is started and run up gradually to 90% of speci-
fied MCR speed.
30
For running between 90% and 100% of specified
MCR speed, it is recommended that the load be
increased slowly – i.e. over a period of 30 minutes. 20
However, before exceeding 90% specified MCR Fig. 12.08.01: Jacket water preheater
speed, a minimum engine temperature of 50 °C
should be obtained and, increased slowly – i.e.
over a period of at least 30 minutes. Preheating of diesel engine
13
MAN Diesel
MAN B&W 13.01
Page 1 of 1
The starting air of 30 bar is supplied by the start- The components of the starting and control air
ing air compressors to the starting air receivers systems are further desribed in Section 13.02.
and from these to the main engine inlet ‘A’.
For information about a common starting air sys-
Through a reduction station, filtered compressed tem for main engines and MAN Diesel auxiliary
air at 7 bar is supplied to the control air for ex- engines, please refer to our publication:
haust valve air springs, through engine inlet ‘B’
Uni-concept Auxiliary Systems for Two-Stroke Main
Through a reduction valve, compressed air is sup- Engines and Four-Stroke Auxiliary Engines
plied at 10 bar to ‘AP’ for turbocharger cleaning
(soft blast), and a minor volume used for the fuel The publication is available at www.mandiesel.com
valve testing unit. under ‘Quicklinks’ → ‘Technical Papers’
Reduction valve
Reduction station
Pipe, DN25 mm To fuel valve
testing unit
Starting air
Filter, receiver 30 bar
40 µm
Pipe, DN25 mm PI
To
bilge
B AP
A
Main Pipe a, DN *)
engine
PI
To bilge
Air compressors
The starting air compressors are to be of the Reduction .......................... from 3010 bar to 7 bar
watercooled, twostage type with intercooling. (Tolerance ±10%)
More than two compressors may be installed to Flow rate, free air ............. 2,600 Normal liters/min
supply the total capacity stated. equal to 0.043 m3/s
Air intake quantity: The consumption of compressed air for control air,
Reversible engine, exhaust valve air springs and safety air as well as
for 12 starts ........................ see ‘List of capacities’ air for turbocharger cleaning and fuel valve testing
Nonreversible engine, is covered by the capacities stated for air receiv-
for 6 starts .......................... see ‘List of capacities’ ers and compressors in the list of capacities.
Delivery pressure ......................................... 30 bar
The starting air pipes, Fig. 13.03.01, contain a For information about a common starting air
main starting valve (a ball valve with actuator), a system for main engines and auxiliary engines,
non-return valve, a solenoid valve and a starting please refer to our publication:
valve. The main starting valve is controlled by the
Engine Control System. Slow turning before start Uni-concept Auxiliary Systems for Two-Stroke Main
of engine, EoD: 4 50 140, is included in the basic Engines and Four-Stroke Auxiliary Engines
design.
The publication is available at
The Engine Control System regulates the supply www.mandieselturbo.com under ‘Quicklinks’ →
of control air to the starting valves in accordance ‘Marine Engines & Systems‘ → ‘Low Speed’ →
with the correct firing sequence and the timing. ‘Technical Papers’
Puncture valve,
only 5 cyl. engines
Starting valve
Bursting cap
Slow turning
4 50 140
PT 8505A I AL Y PT 8505B I AL Y
B
Control air supply (from Safety relief valve Safety relief valve Safety relief valve
the pneumatic system)
Air
spring
121 36 87-1.1.0c
MAN Diesel delivers a turning gear with built-in Turning gear with electric motor of other protec-
disc brake, option 40 80 101. Two basic executions tion or insulation classes can be ordered, option
are available for power supply frequencies of 60 40 80 103. Information about the alternative ex-
and 50 Hz respectively. Nominal power and cur- ecutions is available on request.
rent consumption of the motors are listed below.
Electric motor and brake, voltage............. 3 x 440 V Electric motor and brake, voltage............. 3 x 380 V
Electric motor and brake, frequency...............60 Hz Electric motor and brake, frequency...............50 Hz
Protection, electric motor and brake...............IP 55 Protection, electric motor and brake...............IP 55
Insulation class ..................................................... F Insulation class ..................................................... F
L1
L2
L1
L3 F2 F4
F1
F1
S1
L1 /4
1
L2 /4
380/440 24V
S3 K1 K2
S2
PE 3
K2 K1
K2 K1
Running Running
F1
3x/1 3x/2 forward reverse
PE
/10 /8 /12 /7
U V W PE
W1 M
V1
3
U1
1 2
178 31 309.1
Scavenge Air
14
MAN Diesel
MAN B&W 14.01
Page 1 of 1
Scavenge air is supplied to the engine by one The scavenge air system (see Figs. 14.01.01 and
turbocharger located on either the aft end of the 14.02.01) is an integrated part of the main engine.
engine, option: 4 59 121, or on the exhaust side,
option: 4 59 123. The engine power figures and the data in the list
of capacities are based on MCR at tropical con-
The compressor of the turbocharger draws air ditions, i.e. a seawater temperature of 32 °C, or
from the engine room, through an air filter, and freshwater temperature of 36 °C, and an ambient
the compressed air is cooled by the scavenge air air inlet temperature of 45 °C.
cooler. The scavenge air cooler is provided with a
water mist catcher, which prevents condensated
water from being carried with the air into the scav-
enge air receiver and to the combustion chamber.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge air
cooler
Water mist
catcher
178 25 188.1
Auxiliary Blowers
The auxiliary blowers are fitted onto the main en- • The pressure switch ‘P’ controls the run/stop
gine and controlled by a system comprising: signals, while pressure switch ‘B’ is part of the
auxiliary blower alarm circuit.
1 pc Control Panel
1 pc Starter Panel per Auxiliary Blower The control panel is yard’s supply. It can be or-
2 pc Pressure Switches dered as an option: 4 55 650.
Referring to the diagram of the auxiliary blower The starter panels with starters for the auxiliary
control system, Fig. 14.02.02: blower motors are not included, they can be or-
dered as an option: 4 55 653. (The starter panel
• The Control Panel controls the run/stop signals design and function is according to MAN Diesel’s
to all Auxiliary Blower Starter Panels. The Con- diagram, however, the physical layout and choice
trol Panel consists of an operation panel and a of components has to be decided by the manu-
terminal row interconnected by a 1,200 mm long facturer).
wire harness.
Heaters for the blower motors are available as an
• The Auxiliary Blower Starter Panels control and option: 4 55 155.
protect the Auxiliary Blower motors, one panel
with starter per blower.
Safety system
Engine room
Aux. blower Aux. blower Aux. blower Aux. blower Aux. blower
starter panel 1 starter panel 2 starter panel 3 starter panel 4 starter panel 5
M M M M M
Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor
blower heater blower heater blower heater blower heater blower heater
513 53 301.0.0
On the operation panel, three control modes are The operation panel and terminal row have to be
available to run/stop the blowers: mounted in the Engine Control Room Manoeu-
vring Console, see Section 16.01.
• AUTO – Run/stop is automatically controlled by
scavenge air pressure The control panel for the auxiliary blowers includ-
ing the operation panel, wiring harness and termi-
• MANUAL – Start of all blowers in sequence at nal row is shown in Fig. 14.02.03.
intervals of 6 sec
MAIN ENGINE
AUXILIARY BLOWER CONTROL
AUXILIARY AUXILIARY AUXILIARY
BLOWER 1 BLOWER 2 BLOWER 3
RUNNING RUNNING RUNNING
K5 K10 K7
512 36 604.0.0
Fig. 14.02.03: Control panel including operation panel, wiring harness and terminal row, option: 4 55 650
TE 8605 I
TI 8605
E 1180 E 1180
PI 8601 TE 8608 I
TI 8609
Local control
panel
TI 8608 Scavenge air receiver
PS 8603 C
PI 8601
PI 8606
Cyl. 1
PI 8706
Exh. receiver
178 50 542.1
Auxiliary blower
BV AV
172 61 420.4.0
The number of auxiliary blowers in a propulsion For typical engine configurations, the required
plant may vary depending on the actual amount of power of the auxiliary blowers as well as the in-
turbochargers as well as space requirements. stalled size of the electric motors are listed in Ta-
ble 14.04.01.
The installed power of the electric motors are based on a voltage supply of 3x440V at 60Hz.
The electric motors are delivered with and fitted onto the engine.
Table 14.04.01: Electric motor for auxiliary blower, engine with turbocharger located on aft end or exhaust side
The air side of the scavenge air cooler can be The system is equipped with a drain box with a
cleaned by injecting a grease dissolving media level switch, indicating any excessive water level.
through ‘AK’ to a spray pipe arrangement fitted to
the air chamber above the air cooler element. The piping delivered with and fitted on the engine
is shown in Fig 14.05.01.
AK AK
LS 8611 AH
DX
AL AM DX
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on exhaust side
DX AL
Oil in water
Drain water High level alarm
monitor
Hull
collecting tank (15ppm oil)
Start pump
Stop pump
Low level alarm
Overboard
079 21 94-1.0.0c
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel)
AK
PI
DN=25 mm
Air cooler
Freshwater
(from hydrophor) AL
Recirculation DX
DN=50 mm
AM
DN=50 mm
TI
Circulation
pump Chemical
cleaning tank Filter Drain from air cooler
1 mm mesh size
cleaning & water mist
catcher in air cooler
Heating coil
079 21 94-1.0.0e
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
The scavenge air box is continuously drained The pressurised drain tank must be designed to
through ‘AV’ to a small pressurised drain tank, withstand full scavenge air pressure and, if steam
from where the sludge is led to the sludge tank. is applied, to withstand the steam pressure avail-
Steam can be applied through ‘BV’, if required, to able.
facilitate the draining. See Fig. 14.06.01.
The system delivered with and fitted on the engine
The continuous drain from the scavenge air box is shown in Fig. 14.03.02 Scavenge air space,
must not be directly connected to the sludge tank drain pipes.
owing to the scavenge air pressure.
Deck/Roof
DN 50 mm
Min. 15°
DN 15 mm
Normally open.
BV AV To be closed in case of fire
in the scavenge air box.
Orifice 10 mm
Min. distance
1,000 mm
DN 50 mm
Drain
tank
Normally closed.
Sludge tank Tank to be emptied
for fuel oil during service with
centrifuges valve open.
No. of cylinders
5-6 7-8
Drain tank capacity 0.3 m3 0.4 m3
Fire in the scavenge air space can be extinguished The key specifications of the fire extinguishing
by steam, this being the basic solution, or, option- agents are:
ally, by water mist or CO2.
Steam fire extinguishing for scavenge air space
The external system, pipe and flange connections Steam pressure: 310 bar
are shown in Fig. 14.07.01 and the piping fitted Steam quantity, approx.: 1.3 kg/cyl.
onto the engine in Fig. 14.07.02.
Water mist fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing Freshwater pressure: min. 3.5 bar
system for scavenge air space is selected by the Freshwater quantity, approx.: 1.0 kg/cyl.
fire extinguishing agent:
CO2 fire extinguishing for scavenge air space
• basic solution: 4 55 140 Steam CO2 test pressure: 150 bar
• option: 4 55 142 Water mist CO2 quantity, approx.: 2.8 kg/cyl.
• option: 4 55 143 CO2
AT AT
DN 40mm
Normal position
open to bilge DN 20mm
CO 2 bottles
079 61 029.0.0a
Exhaust side
Cyl. 1
Manoeuvering side
AT
126 40 81-0.6.0a
Exhaust Gas
15
MAN Diesel
MAN B&W 15.01
Page 1 of 1
The exhaust gas is led from the cylinders to the Turbocharger arrangement and cleaning systems
exhaust gas receiver where the fluctuating pres-
sures from the cylinders are equalised and from The turbocharger can either be located on the aft
where the gas is led further on to the turbocharger end of the engine, option: 4 59 121, or on the ex-
at a constant pressure. See fig. 15.01.01. haust side of the engine, option: 4 59 123.
Compensators are fitted between the exhaust The engine is designed for the installation of the
valve housings and the exhaust gas receiver and MAN turbocharger type TCA, option: 4 59 101,
between the receiver and the turbocharger. A pro- ABB turbocharger type A100, option: 4 59 102, or
tective grating is placed between the exhaust gas MHI turbocharger type MET, option: 4 59 103.
receiver and the turbocharger. The turbocharger
is fitted with a pickup for monitoring and remote All makes of turbochargers are fitted with an ar-
indication of the turbocharger speed. rangement for soft blast cleaning of the turbine
side, and optionally water washing of the com-
The exhaust gas receiver and the exhaust pipes pressor side, option: 4 59 145, see Figs. 15.02.02
are provided with insulation, covered by steel and 15.02.03. Washing of the turbine side is only
plating. applicable by special request to TC manufacturer
on MAN turbochargers.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge
air cooler
Water mist
catcher
178 07 274.1
TI 8707 TI 8702
*)
TC 8702 I AH AL YH YL
Flange connection D
PI 8706 TI 8701
PI 8601 TC 8701 I AH YH
Fig.15.02.01a: Exhaust gas pipes, with turbocharger located on aft end of engine, option 4 59 121
*)
TC 8702 I AH AL YH YL Cyl. 1
TI 8702 PI 8601
PI 8706
Turbocharger
TI 8701
TC 8701 I AH YH ST 8801 I
Flange connection D
*) AL: Deviation alarm/Cylinder ±50ºC
TI 8707 YL: Deviation alarm/Cylinder ±60ºC
Fig. 15.02.01b: Exhaust gas pipes, with turbocharger located on exhaust side of engine, option 4 59 123
Cleaning Systems
Compressor cleaning
To bedplate drain, AE
178 61 90-0.0
Fig. 15.02.02: MAN Diesel TCA turbocharger, water washing of compressor side, option: 4 59 145
PI 8803
AP
ABB Turbocharger
Compressor cleaning
To bedplate drain, AE
178 61 87-7.0.0
Fig. 15.02.03: Soft blast cleaning of turbine side and water washing of compressor side for ABB turbochargers
At the specified MCR of the engine, the total The exhaust system for the main engine com-
backpressure in the exhaust gas system after the prises:
turbocharger (as indicated by the static pressure
measured in the piping after the turbocharger) • Exhaust gas pipes
must not exceed 350 mm WC (0.035 bar). • Exhaust gas boiler
• Silencer
In order to have a backpressure margin for the • Spark arrester (if needed)
final system, it is recommended at the design • Expansion joints (compensators)
stage to initially use a value of about 300 mm WC • Pipe bracings.
(0.030 bar).
In connection with dimensioning the exhaust gas
The actual backpressure in the exhaust gas piping system, the following parameters must be
system at specified MCR depends on the gas observed:
velocity, i.e. it is proportional to the square of the
exhaust gas velocity, and hence inversely propor- • Exhaust gas flow rate
tional to the pipe diameter to the 4th power. It has • Exhaust gas temperature at turbocharger outlet
by now become normal practice in order to avoid • Maximum pressure drop through exhaust gas
too much pressure loss in the pipings to have an system
exhaust gas velocity at specified MCR of about • Maximum noise level at gas outlet to atmos-
35 m/sec, but not higher than 50 m/sec. phere
• Maximum force from exhaust piping on
For dimensioning of the external exhaust pipe turbocharger(s)
connections, see the exhaust pipe diameters for • Sufficient axial and lateral elongation ability of
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec re- expansion joints
spectively, shown in Table 15.07.02. • Utilisation of the heat energy of the exhaust gas.
As long as the total backpressure of the exhaust Items that are to be calculated or read from tables
gas system (incorporating all resistance losses are:
from pipes and components) complies with the
abovementioned requirements, the pressure • Exhaust gas mass flow rate, temperature and max-
losses across each component may be chosen in- imum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) • Diameter of exhaust gas pipes
in Fig. 15.05.01. The general design guidelines for • Utilisation of the exhaust gas energy
each component, described below, can be used • Attenuation of noise from the exhaust pipe outlet
for guidance purposes at the initial project stage. • Pressure drop across the exhaust gas system
• Expansion joints.
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
D4
D4
D0
Transition piece
Turbocharger gas
outlet flange D0
Main engine with
turbocharger on aft end
Main engine with turbochargers
on exhaust side
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs
90
The exhaust gas noise data is valid for an exhaust 90
20
40 NR60
10 0
50
30
50
For each doubling of the distance, the noise level 31.5 63 125 250 500 1k
Centre frequencies of octave band
2k 4k 8 kHz
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
Mass density of exhaust gas (ρ) where ∆p incorporates all pipe elements and
components etc. as described:
ρ ≅ 1.293 x ______
273
273
+T
x 1.015 in kg/m3
∆pM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).
a a
60 b
Changeover valves 90 R = D ζ = 0.28
90 R = 1.5D ζ = 0.20
c Changeover valve D
R = 2D ζ = 0.17
of type with con- R
stant cross section
ζa = 0.6 to 1.2
60
20 ζb = 1.0 to 1.5 R = D ζ = 0.16
a b
ζc = 1.5 to 2.0 R = 1.5D ζ = 0.12
D
R
R = 2D ζ = 0.11
Changeover valve
of type with volume
ζa = ζb = about 2.0 30
ζ = 0.05
D
M
90
p Spark
arrester D
M
R = D ζ = 0.45
R
R = 1.5D ζ = 0.35
R = 2D ζ = 0.30
p2 Silencer
45
ptc
M
D
M ζ = 0.14
Exhaust
p3 gas boiler
M
Outlet from ζ = 1.00
top of exhaust
gas uptake
Mtc Mtc
Inlet (from
T/C turbocharger) ζ = – 1.00
M: Measuring points
178 32 091.0 178 06 853.0
DA
Aft Cyl. 1
DC
078 87 11-1.0.0a
DA: Max. movement of the turbocharger flange in the vertical direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on aft end
Table 15.06.02a: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on aft end
DA
DB
DB
DC
Fig. 15.06.01b: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on exhaust side
Table 15.06.02b: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on exhaust side
M1 M3 M1 M3
F2 F3 F2 F3
Mitsubishi
F1 M1 M3
F2 F3
078 38 48-6.2.0
Fig. 15.06.03: Forces and moments on the turbochargers’ exhaust gas outlet flange
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCR22 7,700 3,800 10,200 10,200 5,000
MAN Diesel
TCA55 3,400 6,900 9,100 9,100 4,500
TPL73 5,500 5,500 9,500 9,000 9,000
ABB
TPL77 7,700 7,700 11,500 10,000 10,000
MET42 3,400 1,700 5,800 2,000 1,800
MHI
MET53 4,900 2,500 7,300 2,600 2,300
Table 15.06.04: The max. permissible forces and moments on the turbocharger’s gas outlet flanges
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
%XPANSIONæJOINT
OPTIONæææ
$ $
$ $
$
&IXEDæPOINT
$
%XPANSIONæJOINT
OPTIONæææ
4RANSITIONæPIECE 4RANSITIONæPIECE
OPTIONæææ OPTIONæææ
#ENTREæLINEæTURBOCHARGER #ENTREæLINEæTURBOCHARGER
Fig. 15.07.01a: Exhaust pipe system, with turbocharger Fig. 15.07.01b: Exhaust pipe system, with single turbo-
located on exhaust side of engine, option: 4 59 123 charger located on aft end of engine, option: 4 59 121
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
16
MAN Diesel
MAN B&W 16.01
Page 1 of 7
The Engine Control System for the ME-B engine is Engine Side Console (ESC)
prepared for conventional remote control, having
an interface to the Bridge Control system and the In normal operating the engine can be controlled
Engine Side Console (ESC). from either the bridge or from the engine control
room.
The layout of the Engine Control System is shown
in Fig. 16.01.01, the mechanicalhydraulic system Alternatively, the Engine Side Console can be ac-
is shown in Fig. 16.01.02, and the pneumatic sys- tivated.
tem, shown in Fig. 16.01.03.
The layout of the Engine Side Console includes
the components indicated in the manoeuvring
Main Operating Panel (MOP) diagram, shown in Figs. 16.01.04a and 16.01.04b.
The console and an electronic speed setting de-
In the engine control room a MOP screen is lo- vice is located on the camshaft side of the engine.
cated, which is a Personal Computer with a touch
screen as well as a trackball from where the engi-
neer can carry out engine commands, adjust the Hydraulic Power Supply (HPS)
engine parameters, select the running modes, and
observe the status of the control system. The purpose of the HPS unit is to deliver the
necessary high pressure hydraulic oil flow to the
A conventional marine approved PC is also lo- hydraulic cylinder units (HCU) on the engine at
cated in the engine control room serving as a the required pressure (approx. 300 bar) during
backup unit for the MOP. startup as well as in normal service.
The control system includes one CCU per one or The sizes and capacities of the HPS unit depend
two cylinders. The CCU controls the electronic on the engine type. Further details about the lu-
fuel Valve Activitation (ELFI), in accordance with bricating oil/hydraulic oil system can be found in
the commands received from the ECS. Chapter 8.
On Bridge
Bridge Panel
EICU
CCU 1 CCU ½n
Pressure
Pressure
Booster
Booster
Pressure
Pressure
Booster
Booster
M PUMP 2
HPS
178 55 62-2.0
Fuel valves
Pressure booster
Return to tank
M M
PT 12041 ZL PT 12042 ZL
Filter unit
XC 1231 AL
Backflushing oil
Main filter RW
178 55 63-4.1
Fig. 16.01.02: Mechanicalhydraulic System with Hydraulic Power Supply Unit on Engine
The alarm system is an independent system, in The remote control system normally has two alter-
general covering more than the main engine itself, native control stations:
and its task is to monitor the service condition
and to activate the alarms if a normal service limit • the bridge control
is exceeded. • the engine control room control
The signals from the alarm sensors can be used The remote control system is to be delivered by
for the slow down function as well as for remote an approved supplier.
indication.
Instrumentation
Ahead position
Astern position
26
1 3 12 Slow
2 1 57
turning ZV 1114 C
ø16x2
ø16x2
1 2 2
4 117 valve
31 28
A
12 2 Slowturning
55 50 56 R2P2
4 2 27
Starting air 14
distributor
51 3
Starting
valve
PT 1101 C
Engine side console
PS 1106 C
Remote control 160
Astern Start
48 105
Pneumatic Manoeuvring Diagram, FPP
MAN Diesel
PS 85032 AH Ahead Astern Stop
Turning gear
PS 11302 C ZV 1141 C ZV 1142 C
2 4 A A ZV 1136 C A
6 2
PT 8503 AL I R1 P1 R1 P1 R1 P1
116
506 25 80-9.2.0
198 76 19-3.0
Page 6 of 7
16.01
ZS 1112 C
ZS 1117 C ZS 1116 C
121 Service / Blocked
MAN B&W
118
114 A
119 Main starting
valve
26
1 3 12 Slow
turning ZV 1114 C
ø16x2
ø16x2
2
117 valve
31 28
A
12 2 Slowturning
R2P2
4 2 27
Starting air 14
distributor
51 3
Starting
valve
One pressure transmitter
ø16x2
PT 1101 C
per CCUunit
Engine side console
Start Stop
PS 11181 C 91 85 Set point: 1 sec.
PS 11182 C P1 A R1 A
P1 PS 1106 C
R1 32 33
4 Stop
S 2
1 P B B A 5
PS 11301 C R A
5 Start 4 1
MAN Diesel
PS 85032 AH Start Stop
Turning gear
2 4 PS 11302 C ZV 1137 C A ZV 1136 C A
6 2
PT 8503 AL I R1 P1 R1 P1
41 116
509 12 04-5.1.0
198 76 19-3.0
Page 7 of 7
16.01
MAN B&W
Vibration Aspects
17
MAN Diesel
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The 2nd order moment acts only in the vertical Compensator solutions
direction. Precautions need only to be considered
for 4, 5 and 6-cylinder engines in general. On S50ME-C7/8, S50/40/35ME-B9 and S40/35MC-
C9, engine-driven moment compensators cannot
Resonance with the 2nd order moment may oc- be installed aft nor fore. Therefore, two solutions
cur in the event of hull vibrations with more than remain to cope with the 2nd order moment as
3 nodes. Contrary to the calculation of natural shown in Fig. 17.03.02:
frequency with 2 and 3 nodes, the calculation of
the 4 and 5-node natural frequencies for the hull 1) No compensators, if considered unnecessary
is a rather comprehensive procedure and often on the basis of natural frequency, nodal point
not very accurate, despite advanced calculation and size of the 2nd order moment.
methods.
2) An electrically driven moment compensator
placed in the steering gear room, as explained
in Section 17.03, option: 4 31 253 or 255.
Fig. 17.02.01: Statistics of vertical hull vibrations, an ex- Preparation for compensators
ample from tankers and bulk carriers
If no calculations are available at the contract
stage, we advise to make preparations for the fit-
ting of an electrically driven moment compensator
in the steering compartment, see Section 17.03.
1st order moments act in both vertical and hori- Since resonance with both the vertical and the
zontal direction. For our twostroke engines with horizontal hull vibration mode is rare, the standard
standard balancing these are of the same magni- engine is not prepared for the fitting of 1st order
tudes. moment compensators.
For engines with five cylinders or more, the 1st Data on 1st order moment compensators and
order moment is rarely of any significance to the preparation as well as options in the Extent of De-
ship. It can, however, be of a disturbing magnitude livery are available on request.
in fourcylinder engines.
If annoying 2nd order vibrations should occur: • The decision whether or not to install compen-
An, an electrically driven moment compensator sators can be taken at a much later stage of a
synchronised to the correct phase relative to the project, since no special version of the engine
external force or moment can neutralise the exci- structure has to be ordered for the installation.
tation.
• Compensators could be retrofit, even on ships
This type of compensator needs an extra seating in service, and also be applied to engines with a
fitted, preferably, in the steering gear room where higher number of cylinders than is normally con-
vibratory deflections are largest and the effect of sidered relevant, if found necessary.
the compensator will therefore be greatest.
• The compensator only needs to be active at
The electrically driven compensator will not give speeds critical for the hull girder vibration. Thus,
rise to distorting stresses in the hull and it offers it may be activated or deactivated at specified
several advantages over the engine mounted solu- speeds automatically or manually.
tions:
• Combinations with and without moment com-
• When placed in the steering gear room, the pensators are not required in torsional and axial
compensator is not particularly sensitive to the vibration calculations, since the electrically
positioning of the node. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
178 57 45-6.0
4 Node
3 Node
M2V
FD
Node Aft
L n
D od
e
178 61 15-9.0
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see Table classified in four groups as follows:
17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
{ }
nA 2
MA = M1 x __
n kNm
1
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/crankshaft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) movement of the tioned natural frequency will increase to a level
engine as illustrated in Fig. 17.05.01. where resonance will occur above the normal en-
gine speed. Details of the top bracings are shown
The guide force moments corresponding to the in Chapter 05.
MCR rating (L1) are stated in Table 17.07.01.
Htype Xtype
Lz MH Lz DistX
L L Cyl.X M x
Crankshaft centre line
Z X
178 06 816.4
m
m
m
10
1
5x10 2 mm/s
ΙΙΙ
10
5
m
m
/s 2
10 2 mm/s
m
m
1
10
±50mm/s
t
en
em
ΙΙ
±1
ac
0m
pl
/s
is
2
m
D
m
±2
±25mm/s
m
m
±1
10
Velocity Ι 4
m
m
/s 2
10 mm/s
m
m
2
10
Ac
ce
le
ra
tio
n
10
3
m
m
/s 2
1 mm/s
m
m
3
10
5x10 1 mm/s
60 100 10 1.000 10 6.000 c/min
m 2
m
m m
/s 2 /s 2
1 Hz 10 Hz Frequency 100 Hz
Zone Ι: Acceptable
Zone ΙΙ: Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Zone ΙΙΙ: Not acceptable
078 81 27-6.1
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined
for each cylinder, the Nth order Htype guide force as:
moment for an Ncylinder engine with regular fir-
ing order is: MX = ‘BiMoment’/L kNm
N x MH(one cylinder) For modelling purpose, the size of the four (4)
forces can be calculated:
For modelling purposes, the size of the forces in
the force couple is: Force = MX /L X [kN]
where L is the distance between crankshaft level L X is the horizontal length between ‘force points’.
and the middle position of the crosshead guide
(i.e. the length of the connecting rod). Similar to the situation for the Htype guide force
moment, the forces may be applied in positions
As the interaction between engine and hull is at suitable for the FEM model of the hull. Thus the
the engine seating and the top bracing positions, forces may be referred to another vertical level
this force couple may alternatively be applied in L Z above the crankshaft centre line. These forces
those positions with a vertical distance of (L Z). can be calculated as follows:
Then the force can be calculated as:
M xL
ForceZ = MH/L Z [kN] ForceZ, one point = _____
Lxx L
[kN]
Axial Vibrations
When the crank throw is loaded by the gas pres- The socalled QPT (Quick Passage of a barred
sure through the connecting rod mechanism, the speed range Technique), is an alternative to a
arms of the crank throw deflect in the axial direction torsional vibration damper, on a plant equipped
of the crankshaft, exciting axial vibrations. Through with a controllable pitch propeller. The QPT could
the thrust bearing, the system is connected to the be implemented in the governor in order to limit
ship’s hull. the vibratory stresses during the passage of the
barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations be decided by the engine maker and MAN Diesel
of the ship`s structure due to the reaction force in based on final torsional vibration calculations.
the thrust bearing are to be considered.
Sixcylinder engines, require special attention.
An axial damper is fitted as standard on all engines, On account of the heavy excitation, the natural
minimising the effects of the axial vibrations, 4 31 111. frequency of the system with one-node vibration
should be situated away from the normal operat-
ing speed range, to avoid its effect. This can be
Torsional Vibrations achieved by changing the masses and/or the stiff-
ness of the system so as to give a much higher, or
The reciprocating and rotating masses of the en- much lower, natural frequency, called undercritical
gine including the crankshaft, the thrust shaft, the or overcritical running, respectively.
intermediate shaft(s), the propeller shaft and the
propeller are for calculation purposes considered Owing to the very large variety of possible shaft-
as a system of rotating masses (inertias) intercon- ing arrangements that may be used in combina-
nected by torsional springs. The gas pressure of tion with a specific engine, only detailed torsional
the engine acts through the connecting rod mech- vibration calculations of the specific plant can
anism with a varying torque on each crank throw, determine whether or not a torsional vibration
exciting torsional vibration in the system with dif- damper is necessary.
ferent frequencies.
Undercritical running
In general, only torsional vibrations with one and
two nodes need to be considered. The main The natural frequency of the one-node vibration
critical order, causing the largest extra stresses is so adjusted that resonance with the main criti-
in the shaft line, is normally the vibration with cal order occurs about 3545% above the engine
order equal to the number of cylinders, i.e., six speed at specified MCR.
cycles per revolution on a six cylinder engine.
This resonance is positioned at the engine speed Such undercritical conditions can be realised by
corresponding to the natural torsional frequency choosing a rigid shaft system, leading to a rela-
divided by the number of cylinders. tively high natural frequency.
The torsional vibration conditions may, for certain The characteristics of an undercritical system are
installations require a torsional vibration damper, normally:
option: 4 31 105. • Relatively short shafting system
• Probably no tuning wheel
Based on our statistics, this need may arise for • Turning wheel with relatively low inertia
the following types of installation: • Large diameters of shafting, enabling the use of
• Plants with controllable pitch propeller shafting material with a moderate ultimate ten-
• Plants with unusual shafting layout and for spe- sile strength, but requiring careful shaft align-
cial owner/yard requirements ment, (due to relatively high bending stiffness)
• Plants with 8cylinder engines. • Without barred speed range
Critical Running
When running undercritical, significant varying Torsional vibrations in overcritical conditions may,
torque at MCR conditions of about 100150% of in special cases, have to be eliminated by the use
the mean torque is to be expected. of a torsional vibration damper.
This torque (propeller torsional amplitude) induces Overcritical layout is normally applied for engines
a significant varying propeller thrust which, under with more than four cylinders.
adverse conditions, might excite annoying longi-
tudinal vibrations on engine/double bottom and/or Please note:
deck house. We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
The yard should be aware of this and ensure that as the proper countermeasure has to be found af-
the complete aft body structure of the ship, in- ter torsional vibration calculations for the specific
cluding the double bottom in the engine room, is plant, and after the decision has been taken if and
designed to be able to cope with the described where a barred speed range might be acceptable.
phenomena.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main criti- Vibration Characteristics of Two-stroke Engines
cal order occurs about 3070% below the engine
speed at specified MCR. Such overcritical con- The publications are available at
ditions can be realised by choosing an elastic www.mandiesel.com under
shaft system, leading to a relatively low natural ‘Quicklinks’ → ‘Technical Papers’
frequency.
No of cylinder : 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all
cylinder numbers.
Table 17.07.01
18
MAN Diesel
MAN B&W 18.01
Page of 1
• CoCoS system
type EDS online, option: 4 09 660
On the MEengines, the mechanical indicator sys- mounted on the indicator valve. The transducer
tem is replaced by a Pressure Analyser System is moved from one cylinder to another in order to
for measurement of the cylinder combustion pres- complete measurements on all cylinders.
sure.
The crankshaft position is determined by means
The PMI pressure analyser systems measures the of the same trigger system as for the engine con-
engine’s main parameters, such as cylinder pres- trol system.
sure, scavenge air pressure, engine speed etc.
enabling the engineer to run the diesel engine at The PMI system compensates automatically for
its optimum performance. the twisting experienced by each section of the
crankshaft due to the torque generated at differ-
This system gets its data from a high performance ent loads.
piezoelectric pressure transducer which is to be
0RESSUREæTRANSDUCER
0-)æCONTOLLERæBOX
*UNCTIONæBOX
)NDICATORæCOCK
#YLINDERæCOVER
æ3UPPLY
æ6æ$#æM!
0RINTER
)NTERMEDIATEæBOX
0#
/THERæEQUIPMENT
23 23 &ORE
"RACKETæMOUNTINGæOFæENCODER
!NGLEæENCODER
#ONVERTERæBOX
#/.42/,æ2//- %.').%æ2//-
æ#ABLEæDELIVEREDæBYæ9ARD
178 59 577.0
PMI PMI
MasterUnit Slave Unit
Scavenge Air 24V DC
Pressure Sensor Power Supply
Trigger Pulses
SC1 from Crank Angle
Pickup, Angle
Calibration Box Encoder, etc.
CJB
with 8m cable
CA7 Abbreviations:
CA: Charge Amplifier
SC: Signal Conditioner
Cyl.7 Cyl: Engine Cylinder Sensor
CJB: Calibration Junction Box
178 51 477.0
CoCoS Systems
CoCoSEDS
Sensors required for the CoCoS-EDS online engine performance analysis, option: 4 75 129, see Table
18.03.01. All pressure gauges are measuring relative pressure, except for ‘PT 8802 Ambient pressure’.
General data
ZT 8801 Turbocharger speed T/C rpm 1 rpm
PT 8802 Ambient pressure 1 900 1,100 mbar 1 mbar Absolute!
ZT 4020 Engine speed 1 rpm 0.1 rpm 1)
XC 8810 Governor index (relative) 1 % 0.1 % 1)
– Power take off/in from main engine shaft 1 kW 1 kW With option
(PTO/PTI) installed
Pressure measurement
XC1401 Mean Indicated Pressure, MIP Cyl. bar 0.01 bar 2)
XC1402 Maximum Pressure, Pmax Cyl. bar 0.1 bar 2)
XC1403 Compression Pressure, Pcomp Cyl. bar 0.1 bar 2)
– PMI online engine speed Cyl. rpm 0.1 rpm 2)
The shut down system must be electrically sepa- Alarm, slow down and remote indication sensors
rated from other systems by using independent
sensors, or sensors common for the alarm system The International Association of Classification So-
but with galvanically separated electrical circuits, cieties (IACS) indicates that a common sensor can
i.e. one sensor with two sets of electrically inde- be used for alarm, slow down and remote indica-
pendent terminals. The list of sensors are shown tion.
in Table 18.04.04.
A general view of the alarm, slow down and shut
down systems is shown in Fig. 18.04.01.
Basic safety system design and supply
Tables 18.04.02 and 18.04.03 show the require-
The basic safety sensors for a MAN Diesel engine ments by MAN Diesel for alarm and slow down
are designed for Unattended Machinery Space and for UMS by the classification societies (Class),
(UMS) and comprises: as well as IACS’ recommendations.
• the temperature sensors and pressure sensors The number of sensors to be applied to a specific
that are specified in the ‘MAN Diesel’ column plant for UMS is the sum of requirements of the
for shut down in Table 18.04.04. classification society, the Buyer and MAN Diesel.
These sensors are included in the basic Extent of If further analogue sensors are required, they can
Delivery, EOD: 4 75 124. be ordered as option: 4 75 128.
Alarm and slow down system design and supply Slow down functions
The basic alarm and slow down sensors for a The slow down functions are designed to safe-
MAN Diesel engine are designed for Unattended guard the engine components against overloading
Machinery Space (UMS) and comprises: during normal service conditions and to keep the
ship manoeuvrable if fault conditions occur.
• the sensors for alarm and slow down, option: 4
75 127. The slow down sequence must be adapted to the
actual plant parameters, such as for FPP or CPP,
The shut down and slow down panels can be or- engine with or without shaft generator, and to the
dered as options: 4 75 610, 4 75 614 or 4 75 615 required operating mode.
whereas the alarm panel is yard’s supply, as it
normally includes several other alarms than those
for the main engine.
The figure shows the concept approved by all One common power supply might be used, in-
classification societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
2EQUIREDæBY
2EMOTE "INARYæSENSOR CLASSIFICATIONæ
INDICATION SOCIETYæAND
-!.æ$IESEL
!NALOGæSENSOR
OPTIONæææ
!DDITIONALæSENSORS
"INARYæSENSOR OPTION
ææ
!NALOGæSENSOR OR
ææ
/UTPUTæSIGNALS
3HUTæDOWN
0OWERæSUPPLYæ PANEL
"INARYæSENSORS
)NCLUDEDæIN
OPTIONæææ
!NALOGæSENSORS
0OWERæSUPPLYæ
178 30 100.5
Fig. 18.04.01: Panels and sensors for alarm and safety systems
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet from
turbocharger/turbocharger
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 AH Bearing wear (All types except S40/35ME-B9); sensor
common for XC 8126/27
1 XS 8127 A Bearing wear detector failure (All types except S40/
35ME-B)
1 1 1 1 1 PDS 8140 AH Lubricating oil differential pressure – cross filter
1 XS 8150 AH Water in lubricating oil; sensor common for XS
8150/51/52
1 XS 8151 AH Water in lubricating oil – too high
1 XS 8152 A Water in lubricating oil sensor not ready
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Cooling water
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet
1 PDS/PDT Jacket cooling water across engine; to be calculated
8403 AL in alarm system from sensor no. 8402 and 8413
1 1 TE 8407 AL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder
1 PT 8413 I Jacket cooling water outlet, common pipe
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and finished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure (Only ME-B)
1 1 1 1÷ 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher – water level
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Miscellaneous
1 ZT 8801 AH Turbocharger overspeed
1 WT 8805 AH Vibration of turbocharger
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder; sensor common for
XS 8813/14
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 I Shaftline earthing device
1 TE 8820 AH Cylinder liner monitoring/cylinder 3)
(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS
Shut down for AMS and UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS
* Or slow down
The members of the International Association of Classification Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each class’ requirements.
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 only)
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
PDS 8140 Lubricating oil differential pressure – cross filter
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PT 8505 Air inlet to air cylinder for exhaust valve
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler
PDT 8607 Pressure drop across blower filter of turbocharger (ABB turbochargers only)
PI 8613 Pressure compressor spiral housing/turbocharger
PDI 8614 Pressure drop across compressor spiral housing
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (All types except S40/35ME-B9)
XS 8127 Bearing wear detector failure (All types except S40-35ME-B9)
XS 8150 Water in lubricating oil
XS 8151 Water in lubricating oil – too high
XS 8152 Water in lubricating oil sensor not ready
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
fitted with a level alarm. This is included for both partments and registers the results on an opti-
Attended Machinery Space (AMS) and Unattend- cal measuring track, where the opacity (degree
ed Machinery Space (UMS). of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
corded, a slow down is activated (a shut down in
Bearing Condition Monitoring case of Germanischer Lloyd).
Based on our experience we decided in 1990 that Furthermore, for shop trials only MAN Diesel re-
all plants, whether constructed for AMS or for quires that the oil mist detector is connected to
UMS, must include an oil mist detector specified the shut down system.
by MAN Diesel. Since then an Oil Mist Detec-
tor (OMD) and optionally some extent of Bearing Four alternative oil mist detectors are available:
Temperature Monitoring (BTM) equipment have
made up the warning arrangements for prevention 4 75 161 Oil mist detector Graviner MK6.
of crankcase explosions on two-stroke engines. Make: Kidde Fire Protection
Both warning systems are approved by the clas- 4 75 163 Oil mist detector Visatron VN 215/93.
sification societies. Make: Schaller Automation
4 75 165 Oil mist detector QMI.
In order to achieve a response to damage faster Make: Quality Monitoring Instruments Ltd.
than possible with Oil Mist Detection and Bearing
Temperature Monitoring alone we introduce Bear- 4 75 166 Oil mist detector MD-SX.
Make: Daihatsu Diesel Mfg. Co., Ltd.
ing Wear Monitoring (BWM) systems. By monitor-
ing the actual bearing wear continuously, mechani- 4 75 167 Oil mist detector Vision III C.
cal damage to the crank-train bearings (main-, Make: Specs Corporation
crank- and crosshead bearings) can be predicted
in time to react and avoid damaging the journal Diagrams of the two of them are shown for refer-
and bearing housing. ence in Figs. 18.06.01a and 18.06.01b.
XS 8813 AH Y
Detector head
178 49 809.3
Fig. 18.06.01a: Oil mist detector pipes on engine, type Graviner MK6 from Kidde Fire Protection (4 75 161)
XS 8813 AH Y
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation (4 75 163)
The Bearing Wear Monitoring (BWM) system mon- The Bearing Temperature Monitoring (BTM) sys-
itors all three principal crank-train bearings using tem continuously monitors the temperature of the
two proximity sensors forward/aft per cylinder unit bearing. Some systems measure the temperature
and placed inside the frame box. on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
Targeting the guide shoe bottom ends continu- return oil from each bearing in the crankcase.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals In case a specified temperature is recorded, either
are computed and digitally presented to computer a bearing shell/housing temperature or bearing oil
hardware, from which a useable and easily inter- outlet temperature alarm is triggered.
pretable interface is presented to the user.
In main bearings, the shell/housing temperature
The measuring precision is more than adequate to or the oil outlet temperature is monitored depend-
obtain an alarm well before steel-to-steel contact ing on how the temperature sensor of the BTM
in the bearings occur. Also the long-term stability system, option: 4 75 133, is installed.
of the measurements has shown to be excellent.
In crankpin and crosshead bearings, the shell/
In fact, BWM is expected to provide long-term housing temperature or the oil outlet temperature
wear data at better precision and reliability than is monitored depending on which BTM system is
the manual vertical clearance measurements nor- installed, options: 4 75 134 or 4 75 135.
mally performed by the crew during regular serv-
ice checks. For shell/housing temperature in main, crankpin
and crosshead bearings two high temperature
For the above reasons, we consider unscheduled alarm levels apply. The first level alarm is indi-
open-up inspections of the crank-train bearings to cated in the alarm panel while the second level
be superfluous, given BWM has been installed. activates a slow down.
Two BWM ‘high wear’ alarm levels including devia- For oil outlet temperature in main, crankpin and
tion alarm apply. The first level of the high wear / crosshead bearings two high temperature alarm
deviation alarm is indicated in the alarm panel only levels including deviation alarm apply. The first
while the second level also activates a slow down. level of the high temperature / deviation alarm is
indicated in the alarm panel while the second level
The Extent of Delivery lists four Bearing Wear activates a slow down.
Monitoring options of which the two systems from
Dr. E. Horn and Kongsberg Maritime could also In the Extent of Delivery, there are three options:
include Bearing Temperature Monitoring:
4 75 133 Temperature sensors fitted to main bear-
4 75 142 Bearing Wear Monitoring System XTSW. ings
Make: AMOT 4 75 134 Temperature sensors fitted to main bear-
4 75 143 Bearing Wear Monitoring System BDMS. ings, crankpin bearings, crosshead bear-
Make: Dr. E. Horn ings and for moment compensator, if any
4 75 144 Bearing Wear Monitoring System PS-10. 4 75 135 Temperature sensors fitted to main bear-
Make: Kongsberg Maritime ings, crankpin bearings and crosshead
bearings
4 75 147 Bearing Wear Monitoring System OPEN-
predictor. Make: Rovsing Dynamics
S40ME-B9 and S35ME-B9 engines are as stand-
Types 60, 50 and 46 ME-B engines are as stand- ard specified with option 4 75 133.
ard specified with Bearing Wear Monitoring for
which any of the above mentioned options could
be chosen.
In case the lubricating oil becomes contaminated The Liner Wall Monitoring (LWM) system moni-
with an amount of water exceeding our limit of tors the temperature of each cylinder liner. It is to
0.2%, acute corrosive wear of the crosshead bear- be regarded as a tool providing the engine room
ing overlayer may occur. The higher the water con- crew the possibility to react with appropriate
tent, the faster the wear rate. countermeasures in case the cylinder oil film is
indicating early signs of breakdown.
To prevent water from accumulating in the lube
oil and, thereby, causing damage to the bearings, In doing so, the LWM system can assist the crew
the oil should be monitored manually or automati- in the recognition phase and help avoid conse-
cally by means of a Water In Oil (WIO) monitoring quential scuffing of the cylinder liner and piston
system connected to the engine alarm and moni- rings.
toring system. In case of water contamination
the source should be found and the equipment Signs of oil film breakdown in a cylinder liner
inspected and repaired accordingly. will appear by way of increased and fluctuating
temperatures. Therefore, recording a preset max
The WIO system should trigger an alarm when allowable absolute temperature for the individual
the water content exceeds 0.2%, and preferably cylinder or a max allowed deviation from a calcu-
again when exceeding 0.35% measured as abso- lated average of all sensors will trigger a cylinder
lute water content. liner temperature alarm.
Some WIO systems measure water activity, ie The LWM system includes two sensors placed in
the relative availability of water in a substance the manoeuvring and exhaust side of the liners,
expressed in ‘aw’ on a scale from 0 to 1. Here, ‘0’ near the piston skirt TDC position. The sensors
indicates oil totally free of water and ‘1’ oil fully are interfaced to the ship alarm system which
saturated by water. The correlation to absolute monitors the liner temperatures.
water content in normal running as well as alarm
condition is as follows: For each individual engine, the max and deviation
alarm levels are optimised by monitoring the tem-
Engine condition Abs. water Water perature level of each sensor during normal serv-
content, % activity, aw ice operation and setting the levels accordingly.
High alarm level 0.2 0.5
High High alarm level 0.35 0.9 The temperature data is logged on a PC for one
week at least and preferably for the duration of a
ME-B engines are as standard specified with Wa- round trip for reference of temperature develop-
ter In Oil monitoring system. ment.
Please note: Corrosion of the overlayer is a poten- In the Extent of Delivery, the Liner Wall Monitoring
tial problem only for crosshead bearings, because system is available as option: 4 75 136.
only crosshead bearings are designed with an
overlayer. Main and crankpin bearings may also
suffer irreparable damage from water contamina-
tion, but the damage mechanism would be differ-
ent and not as acute.
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.02 below. The sensor identification codes are listed in Table 18.07.01.
Tacho/crankshaft position
ZT 4020 Tacho for safety
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Identification of Instruments
The instruments and sensors are identified by a 54xx VOC, engine related components
position number which is made up of a combina- 80xx Fuel oil system
tion of letters and an identification number: 81xx Lubricating oil system
82xx Cylinder lube oil system
Measured variables 83xx Stuffing box drain system
First letters: 84xx Cooling water systems
DS Density switch 85xx Compressed air systems
DT Density transmitter 86xx Scavenge air system
FT Flow transmitter 87xx Exhaust gas system
FS Flow switch 88xx Miscellaneous functions
GT Gauging transmitter (Index, load) 90xx Project specific functions
LI Level indication, local
LS Level switch xxxxA Alternative redundant sensors
LT Level transmitter xxxx1 Cylinder/turbocharger numbers
PDI Pressure difference indication, local
PDS Pressure difference switch ECS: Engine Control System
PDT Pressure difference transmitter VOC: Volatile Organic Compound
PI Pressure indication, local
PS Pressure switch Functions
PT Pressure transmitter Secondary letters:
ST Speed transmitter A Alarm
TC Thermo couple (NiCrNi) AH Alarm, high
TE Temperature element (Pt 100) AL Alarm, low
TI Temperature indication, local C Control
TS Temperature switch H High
VS Viscosity switch I Indication
VT Viscosity transmitter L Low
WI Vibration indication, local R Recording
WS Vibration switch S Switching
WT Vibration transmitter X Unclassified function
XC Unclassified control Y Slow down
XS Unclassified switch Z Shut down
XT Unclassified transmitter
Repeated signals
ZS Position switch
Signals which are repeated for example for each cylin-
ZT Position transmitter (proximity switch)
ZV Position valve (solenoid valve) der or turbocharger are provided with a suffix number
indicating the location, ‘1’ for cylinder 1, etc.
Location of measuring point
Ident. number: If redundant sensors are applied for the same measur-
11xx Manoeuvring system ing point, the suffix is a letter: A, B, C, etc.
12xx Hydraulic power supply system
14xx Combustion pressure supervision Examples:
20xx ECS to/from safety system TI 8005 indicates a local temperature indication (ther-
21xx ECS to/from remote control system mometer) in the fuel oil system.
22xx ECS to/from alarm system
30xx ECS miscellaneous input/output
ZS 1112A C and ZS 1112B C indicate that there are
40xx Tacho/crankshaft position system
41xx Engine cylinder components two position switches in the manoeuvring system, A
50xx VOC, supply system and B for control of the main starting air valve position.
51xx VOC, sealing oil system
52xx VOC, control oil system PT 8501 I AL Y indicates a pressure transmitter locat-
53xx VOC, other related systems ed in the control air supply for remote indication, alarm
for low pressure and slow down for low pressure.
Table 18.07.01: Identification of instruments
19
MAN Diesel
MAN B&W 19.01
Page 1 of 2
A: Short distance transportation and short term Lifting tools and lifting instructions are required
storage for all levels of dispatch pattern. The lifting tools,
B: Overseas or long distance transportation or options: 4 12 110 or 4 12 111, are to be specified
long term storage. when ordering and it should be agreed whether
the tools are to be returned to the engine maker,
Short distance transportation (A) is limited by a option: 4 12 120, or not, option: 4 12 121.
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel’s recommendations for preservation
km and short term storage. of disassembled / assembled engines are avail-
able on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option: 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
MAN Diesel’s recommendations for shop trial, The wearing parts that, based on our service
quay trial and sea trial are available on request. experience, are estimated to be required, are di-
vided into groups and listed with service hours in
In connection with the shop trial test, it is required Tables 19.08.01 and 19.08.02.
to perform a pre-certification survey on engine
plants with FPP or CPP, options: 4 06 060a Engine
test cycle E3 or 4 06 060b Engine test cycle E2 Large spare parts, dimensions and masses
respectively.
The approximate dimensions and masses of the
larger spare parts are indicated in Section 19.09.
Spare Parts A complete list will be delivered by the engine
maker.
List of spare parts, unrestricted service
MAN Diesel, however, has decided to keep a set The engine is delivered with the necessary special
of spare parts included in the basic extent of de- tools for overhauling purposes. The extent, di-
livery, EoD: 4 87 601, covering the requirements mensions and masses of the main tools is stated
and recommendations of the major classification in Section 19.10. A complete list will be delivered
societies, see Section 19.06. by the engine maker.
Wearing parts
Note: All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least
fulfil the above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat,
etc. have to be in accordance with the paint manufacturer’s specifications.
178 30 207.4
Dispatch Pattern
A1 + B1
Bottom section
074 27 21-6.0.0a
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
Bedplate/Crankshaft section
074 27 21-6.0.0b
Fig. 19.03.02: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
074 27 21-6.0.0c
Fig. 19.03.03: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
Shop Test
The minimum delivery test, EoD: 4 14 001, involves: All marine engines are required by IMO to have
an ‘Engine International Air Pollution Prevention’
• Starting and manoeuvring test at no load (EIAPP) Certificate. Therefore, a pre-certification
• Load test survey is to be carried out for all engines accord-
Engine to be started and run up to 50% of ing to the performance parameters recorded in
Specified MCR (M) in 1 hour the engine’s Unified Technical File (UTF), which is
prepared by MAN Diesel.
Followed by:
The EIAPP certificate documents that the specific
• 0.50 hour running at 25% of specified MCR engine meets the international NOx emission limi-
• 0.50 hour running at 50% of specified MCR tations specified in Regulation 13 of MARPOL An-
• 0.50 hour running at 75% of specified MCR nex VI. The basic engine ‘Economy running mode’,
• 1.00 hour running at 100% of specified MCR EoD: 4 06 060, complies with these limitations.
• 0.50 hour running at 110% of specified MCR
The pre-certification survey for a ‘Parent’ or an
Only for Germanischer Lloyd: ‘Individual’ engine includes NOx measurements
during the delivery test. For ‘Member’ engines, a
• 0.75 hour running at 110% of specified MCR parameter check according to the UTF for the en-
gine group, based on the delivery test, is needed.
Governor tests, etc:
The tests, if required, are:
• Governor test
• Minimum speed test • E3, marine engine, propeller law for FPP, option:
• Overspeed test 4 06 060a
• Shut down test or
• Starting and reversing test • E2, marine engine, constant speed for CPP, op-
• Turning gear blocking device test tion: 4 06 060b.
• Start, stop and reversing from the Local
Operating Panel (LOP) For further information and options regarding
shop test, see Extent of Delivery.
Before leaving the factory, the engine is to be
carefully tested on diesel oil in the presence of
representatives of Yard, Shipowner, Classification
Society, and MAN Diesel.
Spare parts are requested by the following Classes HPS Hydraulic Power Supply, plate 906 1 and 2)
only: GL, KR, NK and RS, while just recommended by: 1 Proportional valve for hydraulic pumps
ABS, DNV and LR, but neither requested nor recom- 1 Claw coupling
mended by: BV, CCS and RINA.
1 Accumulator
Cylinder cover, plate 901 and others 6 Chain links. Only for ABS, LR, and NK
1 Cylinder cover with fuel, exhaust and starting 1 High-pressure pipe kit
valves, indicator valve and sealing rings (disas- 1 set Flex pipes, one of each size
sembled). 1 Electric motor
½ set Studs for 1 cylinder cover
Engine control system, plate 906 1 and 2)
Piston, plate 902 1 Multi Purpose Controller
1 Piston complete (with cooling pipe), piston rod, 1 Trigger sensor for tacho system, only if
piston rings and stuffing box, studs and nuts trigger ring
1 set Piston rings for 1 cylinder 1 Marker sensor for tacho system
1 Tacho signal amplifier
Cylinder liner, plate 903
1 IDkey
1 Cylinder liner inclusive of sealing rings and 1 Encoder
gaskets. For all except GL
1 Fuse kit
1
) MD required spare parts
2
) All spare parts are requested by all Classes.
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Cylinder cover, section 90101 Cylinder Lubricating Oil System, section 90306
4 Studs for exhaust valve 1 set Spares for MAN B&W Alpha lubricating oil
4 Nuts for exhaust valve system for 1cyl.
½ set Orings for cooling jacket 1 Lubricator
1 Cooling jacket 2 Feed back sensor, complete
½ set Sealing between cyl.cover and liner 1 Complete sets of Orings for lubricator
4 Spring housings for fuel valve (depending on no. of lubricating nozzles per
cylinder)
Hydraulic tool for cylinder cover, section 90161
1 set Hydraulic hoses with protection hose Connecting rod and crosshead, section 90401
complete with couplings 1 Telescopic pipe
8 pcs Orings with backup rings, upper 2 Thrust piece
8 pcs Orings with backup rings, lower
HPS Hydaulic Power Supply, section 906
Piston and piston rod, section 90201 1 Delivery pump including El-motor
1 box Locking wire, L=63 m 1 Pressure relief valve
5 Piston rings of each kind
2 Drings for piston skirt Engine Control System, section 906
2 Drings for piston rod 1 set Fuses for MPC, TSA, CNR
1 Segment for triggerring
Piston rod stuffing box, section 90205
15 Self-locking nuts HCU Hydraulic Cylinder Unit, section 906
5 Orings 1 set Packings
5 Top scraper rings
15 Pack sealing rings Main starting valve, section 90702
10 Cover sealing rings 1 Repair kit for main actuator
120 Lamellas for scraper rings 1 Repair kit for main ball valve
30 Springs for top scraper and sealing rings 1 *) Repair kit for actuator, slow turning
20 Springs for scraper rings 1 *) Repair kit for ball valve, slow turning
Fig. 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Exhaust valve, section 90801 Fuel oil high pressure pipes, section 90913
1 Exhaust valve spindle 1 High pressure pipe, from fuel oil pressure
1 Exhaust valve seat booster to fuel valve
½ set Oring exhaust valve/cylinder cover 1 High pressure pipe from actuator to exhaust
4 Piston rings valve
½ set Guide rings 1 set Orings for high pressure pipes
½ set Sealing rings
½ set Safety valves Overflow valve, section 90915
1 set Gaskets and Orings for safety valve 1 Overflow valve, complete
1 Piston complete 1 Orings of each kind
1 Damper piston
1 set Orings and sealings between air piston and Turbocharger, section 91000
exhaust valve housing/spindle 1 Spare rotor, complete with bearings
1 Liner for spindle guide 1 Spare part set for turbocharger
1 set Gaskets and Orings for cool. water conn.
1 Conical ring in 2/2 Scavenge air receiver, section 91001
1 set Orings for spindle/air piston 2 Nonreturn valves complete
1 set Nonreturn valve 1 Compensator
Exhaust valve, section 90802 Exhaust pipes and receiver, section 91003
1 Sealing oil control unit 1 Compensator between TC and receiver
2 Compensator between exhaust valve and re-
Exhaust valve actuator, section 90805 ceiver
1 Hydraulic exhaust valve actuator complete for 1 set Gaskets for each compensator
1 cylinder
Air cooler, section 91005
Cooling water outlet, section 90810 16 Iron blocks (Corrosion blocks)
2 Ball valve
1 Butterfly valve Arrangement of safety cap, section 91104
1 Compensator 1 set Bursting disc
1 set Gaskets for butterfly valve and compensator
Engine Lubricating System, section 912
Fuel injection system, section 90901 1 set 6µ filter
1 Fuel oil pressure booster complete, for 1 cyl.
1 Hydraulic cylinder unit
1 set Gaskets and sealings
1 Electronic fuel injection cotrol valve
Note:
Section numbers refer to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Wearing parts
The wearing parts are divided into 20 groups, each in- In order to find the expected consumption of spare
cluding the components stated in Table A. parts:
The average expected consumption of spare parts is Multiply the quantity stated in Table A with the factor in
stated in Table B for 1, 2, 3... 10 years’ service of a new Table B for a given number of service hours.
engine, a service year being assumed to be of 6000
hours.
Table A:
Group No. Section Quantity Descriptions
1 90101 ½ set Orings and gaskets for 1 cylinder
2 ¼ set Spring housing, complete for 1 cylinder
90103 ¼ set Indicator valves, Orings and gaskets for 1 cylinder
3 90161 ½ set Oring W / Backup ring for 1 cylinder
4 ½ set Hose with union for 1 cylinder
5 90201 1 box Locking wire 1,0MM L=63
1 set Piston rings for 1 cylinder
1 set Orings for 1 cylinder
6 90205 1 set Orings for 1 cylinder
1 set Lamella rings 3/3 for 1 cylinder
½ set Top scraper rings 4/4 for 1 cylinder
½ set Pack Sealing rings 4/4 for 1 cylinder
½ set Cover Sealing rings 4/4 for 1 cylinder
½ set Springs of each kind for 1 cylinder
7 90302 ½ set Orings / Sealing rings for Cylinder liner
1 set Orings, Packings and Gaskets for cooling water connections
8 1 pcs Cylinder liner
1 pcs Piston cleaning ring (if Mounted)
10 9063545 1 set Packings and Gaskets for 1 Engine
12 90702 ½ set Repair Kit for each type of valve for 1 Engine
13 90704 1 set Orings, Packings and Gaskets for 1 Engine
14 90801 ¼ set Exhaust valve spindle for 1 Engine
¼ set Exhaust valve Wbottom piece for 1 Engine
15 1 set Piston rings for exhaust valve air piston and oil piston for 1 Engine
1 set Orings for water connections for 1 Engine
1 set Gasket for cooling for water connections for 1 Engine
1 set Orings for oil connections for 1 Engine
1 pcs Spindle guide
2 pcs Air sealing ring
½ set Guide sealing rings
1 set Orings for bottom piece for 1 Engine
17 90910 ½ set Fuel valve nozzle for 1 cylinder
¼ set Spindle guide complete and nonreturn valve for 1 cylinder
2 set Orings for 1 cylinder
18 90917 ¼ set Plunger and housing for fuel oil booster for 1 Engine
½ set Suction valve complete for 1 Cylinder
1 set Sealing rings, Orings and Gaskets for 1 cylinder
19 91000 1 Slide bearing for turbocharger for 1 engine (roller bearings)
1 Guide bearing for turbocharger for 1 engine (roller bearings)
20 91000 1 Slide bearing for turbocharger for 1 engine (slide bearings)
1 Guide bearing for turbocharger for 1 engine (slide bearings)
Note: Section numbers refers to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.08.01: Table A
Table B:
Service hours: 0 0 0 0 0 0 0 0 0 0
6000 12000 18000 24000 3000 36000 42000 48000 54000 60000
Group. Section
No. No. Description Factor for number of cylinders
1 90101 Orings and gaskets 1 2 3 4 5 6 7 8 9 10
2 Spring housing 0 1 1 1 2 1 1 1 1 1
90103 Packing and Gaskets 1 2 3 4 5 6 7 8 9 10
3 90161 Oring W / Backup ring 1 2 3 4 5 6 7 8 9 10
4 Hose with union 0 0 1 1 1 2 1 2 1 2
5 90201 Set of piston rings 0 1 1 2 3 4 3 4 4 4
6 90205 St. box, lamella / sealing rings 0 1 1 2 2 3 3 4 3 4
7 90302 Orings / Sealing rings Cyl. liner 0 1 1 2 1 2 2 4 1 2
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
9 90610 Bearing Shells and Guide Disc 0 0 0 1 1 2 1 2 1 2
10 9063545 Packings and Gaskets 1 2 3 4 5 6 7 8 7 8
12 90702 Repair Kit for each type of valve 0 1 1 2 3 4 3 4 3 4
13 90704 Orings, Packings and Gaskets 1 2 3 4 5 6 7 8 9 10
Exhaust valve spindles /
14 90801 0 0 1 1 1 2 1 2 1 2
bottom pieces
15 Exhaust valve guide bushings 0 1 1 2 2 4 2 4 2 4
Orings for exhaust valve 1 2 3 4 5 6 7 8 9 10
17 90910 Fuel valve guides and nozzles 0 1 1 2 4 4 5 5 3 3
Plunger and housing for fuel
18 90917 0 0 0 0 0 1 1 1 1 1
oil booster
Suction/puncture valves,
Sealing rings
and Gaskets 0 1 1 2 2 3 3 4 3 3
Set bearings per TC
19 91000 0 0 1 set 2 set 2 set 3 set 3 set 4 set 4 set 5 set
(roller bearings) *)
Set bearings per TC
20 91000 0 0 0 1 set 1 set 1 set 1 set 2 set 2 set 2 set
(slide bearings) *)
Note:
Section numbers refers to Instruction Book, Vol. III containing plates with spare parts
C
C A D
D C E
B
4 5
A
B A C
178 51 597.0
The engine is delivered with all necessary special tools for scheduled maintenance. The extent of the tools
is stated below. Most of the tools are arranged on steel plate panels. It is recommended to place them
close to the location where the overhaul is to be carried out, see Section 19.11.
Cylinder Cover, MF/SF 21-9010 Fuel Oil System Tools, MF/SF 21-9042
1 pcs Tool panel incl. lifting chains, grinding mandrels, 1 pcs Tool panel incl. grinding, lifting, adjustment and
extractor tools etc. assembly tools etc.
1 set Fuel valve nozzle tools
Cylinder Unit Tools, MF/SF 21-9014 1 set Toolbox for fitting of fuel pump seals
1 pcs Tool panel incl. pressure testing tool, piston ring 1 pcs Probe light
expander, stuffing box tools, templates etc.
1 pcs Test rig for fuel valve
1 pcs Guide ring for piston
1 pcs Lifting tool for piston
Turbocharger System Tools, MF/SF 21-9046
1 pcs Support iron for piston
1 set Air cooler cleaning tool
1 pcs Lifting tool for cylinder liner
1 pcs Compensator, dismantling tool
1 set Measuring tool for cylinder liner
1 pcs Travelling trolley
1 set Test equipment for Alpha Lubricator
1 pcs ECU temporary backup cable for indicator
General Tools, MF/SF 21-9058
1 set Pump for hydraulic jacks incl. hydraulic
Crosshead and Connection Rod Tools, MF/SF 21-9022 accessories
1 pcs Tool panel incl. suspension and lifting tools, 1 set Set of tackles, trolleys, eye bolts, shackles, wire
protection in crankcase etc. ropes
1 pcs Guide shoe extractor 1 set Instruments incl. mechanical / digital measuring
tools
1 set Hand tools incl. wrenches, pliers and spanners
Crankshaft and Thrust Bearing Tools, MF/SF 21-9026
1 pcs Tool panel incl. lifting, testing and retaining
tools etc. Optional Tools, MF/SF 21-9062
1 pcs Lifting tool for crankshaft 1 pcs Collar ring for piston
1 pcs Lifting tool for thrust shaft 1 pcs Support for tilting tool
1 set Feeler gauges 1 pcs Valve seat and spindle grinder
1 pcs Work table for exhaust valve
Control Gear Tools, MF/SF 21-9030
1 pcs Tool panel incl. pin gauges, chain assembly Hydraulic Jacks, MF/SF 21-94
tools, camshaft tools etc. It is important to notice, that some jacks are used on
different components on the engine, Fig. 19.10.06
Exhaust Valve Tools, MF/SF 21-9038
1 pcs Tool panel incl. grinding-, lifting-, adjustment-
and test tools etc.
1 3 C
B
A
A
122 66 40-0.1.0
2
B
C
D
122 66 29-4.1.0
B
122 66 25-7.1.0
B
1 3
312 83 87-2.2.0
310 15 73-0.4.0
312 69 54-1.4.0
Control box
1 2
C
C
B
A
13 64 08-7.0.0
3
B
508 83 09-8.0.0
316 79 10-8.3.0
The tools for air cooler, compensator and the tools for the
turbocharger system are to be stored in a storage room e.g.
a drawer.
504 59 65-3.1.0
310 20 96-6.1.0
Pos. Description
1 Air cooler cleaning tool
2 Compensator, dismantling tool
340 00 47-5.3.0
Mass
Pos. Description
(kg)
1 Pump for hydraulic jacks 30
Number of Size
MF-SF
boxes required
Hydraulic Jacks:
21-9410 Cylinder cover 1 2
21-9420 Piston crown
21-9421 Piston rod
21-9430 Crosshead 1 1
21-9431 Connecting rod 1 1
21-9440 Main bearing 1 1
21-9441 Tuning wheel
21-9442 Turning wheel
21-9443 Chain wheel
21-9444 AVD 1 1
21-9445 Segment stopper
310 18 3-9.3.0
21-9446 Counter weight
Example of a box containing hydraulic jacks for con- 21-9447 Torsion damper
necting rod and end chocks.
21-9450 Chain tightener 1 1
The exact design and dimensions will be specified by 21-9451 Intermediate shaft
the engine builder or subsupplier.
21-9452 Camshaft bearing
However, as a minimum, the boxes must be provided 21-9454 Moment compensator
with the following: 21-9460 Exhaust spindle
• supports 21-9461 Exhaust valve 1 1
• rigid handles 21-9462 Exhaust valve actuator
• rigid locks
• reinforced corners 21-9463 HPU block
• be resistant to water and oil 21-9464 HCU block
• hydraulic jacks must be secured in the box.
21-9470 Fuel pump
The table indicates the scope and estimated size of 21-9480 Stay bolts
boxes for hydraulic jacks. 21-9481 Complete set
21-9490 Holding down bolts / 1 1
Hydraulic jacks are often used at different locations,
End chock
which is why not all fields have been filled in.
21-9491 End Chock
Total number of boxes
containing hydraulic jacks
8
Approx. dimensions in mm.
Size 1.: 300 mm x 400 mm x 500 mm
Size 2.: 500 mm x 700 mm x 500 mm
Size 3.: 900 mm x 1,200 mm x 500 mm
1
Necessary headroom min. 3,040 mm
A A
A-A
586
480 4 x ø18 holes in floor
Hole in floor
ø150
480
586
290
300.5 150
513 13 74-6.0.0
Pos. Description
1 Valve seat and spindle grinder
1 2
D
A
116 55 06-8.1.0
122 66 26-9.1.0
Tool Panels
Top Level
219010 219014
219038 219042
Middle Level
219030
Bottom Level
219022 219026
1,350
900
450
178 61 43-4.0
20
MAN Diesel
MAN B&W 20.01
Page 1 of 1
The selection of the ideal propulsion plant for a After selecting the engine type on the basis of
specific newbuilding is a comprehensive task. this general information, and after making sure
However, as this selection is a key factor for the that the engine fits into the ship’s design, then a
profitability of the ship, it is of the utmost impor- more detailed project can be carried out based
tance for the enduser that the right choice is made. on the ‘Project Guide’ for the specific engine type
selected.
MAN Diesel is able to provide a wide variety of
support for the shipping and shipbuilding indus-
tries all over the world. Project Guides
The knowledge accumulated over many decades For each engine type of MC or ME design a
by MAN Diesel covering such fields as the selec- ‘Project Guide’ has been prepared, describing the
tion of the best propulsion machinery, optimisa- general technical features of that specific engine
tion of the engine installation, choice and suit- type, and also including some optional features
ability of a Power Take Off for a specific project, and equipment.
vibration aspects, environmental control etc., is
available to shipowners, shipbuilders and ship de- The information is general, and some deviations
signers alike. may appear in a final engine documentation, de-
pending on the content specified in the contract
Part of this information can be found in the follow- and on the individual licensee supplying the en-
ing documentation: gine. The Project Guides comprise an extension
of the general information in the Engine Selection
• Installation Drawings Guide, as well as specific information on such
• CEAS - Engine Room Dimensioning subjects as:
• Project Guides
• Extent of Delivery (EOD) • Engine Design
• Technical Papers • Engine Layout and Load Diagrams, SFOC
• Turbocharger Selection & Exhaust Gas Bypass
The publications are available at: • Electricity Production
www.mandiesel.com → ‘Marine’ → ‘Low Speed’ • Installation Aspects
• List of Capacities: Pumps, Coolers & Exhaust Gas
• Fuel Oil
Engine Selection Guides • Lubricating Oil
• Cylinder Lubrication
The ‘Engine Selection Guides’ are intended as a • Piston Rod Stuffing Box Drain Oil
tool to provide assistance at the very initial stage • Central Cooling Water System
of the project work. The guides give a general • Seawater Cooling
view of the MAN B&W twostroke Programme for • Starting and Control Air
MC as well as for ME engines and include infor- • Scavenge Air
mation on the following subjects: • Exhaust Gas
• Engine Control System
• Engine data • Vibration Aspects
• Engine layout and load diagrams • Monitoring Systems and Instrumentation
specific fuel oil consumption • Dispatch Pattern, Testing, Spares and Tools
• Turbocharger selection • Project Support and Documentation.
• Electricity production, including power take off
• Installation aspects
• Auxiliary systems
• Vibration aspects.
Extent of Delivery
This includes:
Installation Documentation
The engine layout drawings in volume ‘B’ will, in Main Section 923 Engine Control System
each case, be customised according to the buy- Engine Control System, description
er’s requirements and the engine manufacturer’s Engine Control System, diagrams
production facilities. The documentation will be Pneumatic system
forwarded, as soon as it is ready, normally within Speed correlation to telegraph
36 months from order. List of components
Sequence diagram
As MAN Diesel and most of our licensees are us-
ing computerised drawings UniGraphics, Cadam Main Section 924 Oil mist detector
and TIFF format, the documentation forwarded Oil mist detector
will normally be in size A4 or A3. The maximum
size available is A1. Main Section 925 Control equipment for
auxiliary blower
The drawings of volume ‘A’ are available on CD Electric wiring diagram
ROM. Auxiliary blower
Starter for electric motors
The following list is intended to show an example
of such a set of Installation Documentation, but Main Section 932 Shaft line
the extent may vary from order to order. Crankshaft driving end
Fitted bolts
Main Section 917 Engine room crane Main Section 931 Top bracing of engine
Engine room crane capacity, overhauling space Top bracing outline
Top bracing arrangement
Main Section 918 Torsiograph arrangement Frictionmaterials
Torsiograph arrangement Top bracing instructions
Top bracing forces
Main Section 919 Shaft earthing device Top bracing tension data
Earthing device
Main Section 932 Shaft line
Main Section 920 Fire extinguishing in Static thrust shaft load
scavenge air space Fitted bolt
Fire extinguishing in scavenge air space
Main Section 933 Power TakeOff
Main Section 921 Instrumentation List of capacities
Axial vibration monitor PTO/RCF arrangement, if fitted
Main Section 926 Engine seating Main Section 936 Spare parts dimensions
Profile of engine seating Connecting rod studs
Epoxy chocks Cooling jacket
Alignment screws Crankpin bearing shell
Crosshead bearing
Main Section 927 Holdingdown bolts Cylinder cover stud
Holdingdown bolt Cylinder cover
Round nut Cylinder liner
Distance pipe Exhaust valve
Spherical washer Exhaust valve bottom piece
Spherical nut Exhaust valve spindle
Assembly of holdingdown bolt Exhaust valve studs
Protecting cap Fuel valve
Arrangement of holdingdown bolts Main bearing shell
Main bearing studs
Main Section 928 Supporting chocks Piston complete
Supporting chocks Starting valve
Securing of supporting chocks Telescope pipe
Thrust block segment
Main Section 929 Side chocks Turbocharger rotor
Side chocks
Liner for side chocks, starboard Main Section 940 Gaskets, sealings, Orings
Liner for side chocks, port side Gaskets, sealings, Orings
Main Section 930 End chocks Main Section 949 Material sheets
Stud for end chock bolt MAN B&W Standard Sheets Nos:
End chock
Round nut • S19R
Spherical washer, concave • S45R
Spherical washer, convex • S25Cr1
Assembly of end chock bolt • S34Cr1R
Liner for end chock • C4
Protecting cap
Appendix
A
MAN Diesel
MAN B&W Appendix A
Page 1 of 3
1.2 Pipe with indication of direction of flow 2.16 Bulkhead crossing, nonwatertight
1.3 Valves, gate valves, cocks and flaps 2.17 Pipe going upwards
2 Pipes and pipe joints 3 Valves, gate valves, cocks and flaps
2.5 Expansion pipe (corrugated) general 3.5 Nonreturn valve (flap), angle
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1